rp 



THOMPSON'S 



CO^lSX pilot 



FOR THE 



UPPER LAKES, ON BOTH SHORES, 



Chicago to Buffalo, Green Bay, Georgian Bay and Late Superior, 

INCLUDING 

THE RIVERS DETROIT, ST. CLAIR AND STE. MARIE; WITH THE COURSES 

AND DISTANCES ON LAKE ONTARIO, AND OTHER 

INFORMATION RELATIVE THERETO. 

ALSO, A DESCRIPTION OP ALL THE 

LIGHTS AND LIGHTHOUSES 

ON BOTH SHORES, FROM OGDENSBURG TO SUPERIOR CITY. 



// 



DETROIT: 

FREE PRESS BOOK AND JOB PRINTING HOUSE. 
1869. 



Ak 



Entered according to Act of Congress, in the year 1869, by 

THOMAS S. THOMPSON, 

In the Clerk's office of the District Court of the United States, for the 
Eastern District of Michigan. 



NOTICE TO MARINERS. 



The subscriber begs to state to those navigafing the Lakes, that Thomp- 
son's Coast Pilot is the original one, prepared by him in 1858, and has gone 
through four editions, with all the corrections suitable to the march of the 
times and the improvements on the great chain of Lakes, or Inland Seas. 
The increased demand for the work induces me to bring forward a fifth 
edition, materially amended for 1869. 

I beg further to state, that the Coast Pilot issued by Barnet, in Chicago, 
is a spurious copy of my first edition, printed in Chicago in 1859. The 
object of this notice is to advise my friends, and the Lake Navigator, who 
wish to purchase a useful book for Lake purposes, to call for Thompson's 
Coast Pilot, and not the Coast Pilot of Barnet. 

Since the last edition was printed I am happy to state that there are a 
great many improvements going on, such as opening new cuts for channels, 
building piers, lighthouses, beacons, placing ranges for harbors and laying 
down buoys, etc., many of which are finished, and others to be pushed for- 
ward as fast as possible. 

The first improvement in point of utility is the St. Clair Flats, whore a 
new straight cut is being made, of a depth of water sufficient for the larg- 
est class of vessels. This cut or channel, when finished, will be of the 
greatest importance to the merchant, as well as to the sailing community. 
Next in importance is the ranges for Maumee Bay and River. These 
ranges are so well placed and constructed that there is nothing wanting for 
the safe navigation of that Bay and River. The new light on the pier-head 
at Cleveland, Ohio, will be of great service to those making that port. 
Buffalo Harbor has been improved by dredging, and repairing the pit is. 
The extension of the Lighthouse pier, which will be 300 feet, will prove ■ 
great protection to the harbor, and the Erie Basin breakwater — the exten- 
sion above spoken of — will be commenced in a short time. On Lake Huron 
and Saginaw Bay and River, also Sauble River, and Thunder Bay River, 
improvements are being pushed forward with rapidity. Dredging in Sagi- 
naw River, at the entrance and up the river. I have no doubt that th 
son vessels of the largest class will be able to go up river as hi as Saginaw 
City and Salina. At Sauble River, piers are being built, and when com- 
pleted will make a good harbor of refuge, as well as a good lumber region, 
Saw mills and fishing are the principal features of this place. A Light- 



* NOTICE TO MARINERS. 

house is to be built at Sturgeon Point, a few miles above Harrisville, and 
will be a leading coast light for Thunder Bay, and along shore. The 
town of Alpena, Thunder Bay River, is growing rapidly. A Lighthouse will 
be built at this place as soon as the piers are permanently finished, and 
will probably be placed on the end of the south pier. Alpena promises to 
become a thriving town, and will eventually become an excellent harbor ; 
good fishing all around this coast and the islands. The Alpena Harbor 
Improvement Company have let contracts for building a crib pier, to be 
loaded with stone, extending from the one on the south side of the river, 
into the bay eight hundred and fifty feet, and four hundred feet is 
now nearly completed. The bar will be dredged as soon as the ice 
leaves, so that there will be thirteen feet water. After passing Thunder 
Bay Island, the next place of importance for a harbor is Presqu'ile, where 
new improvements are going on. The old light is to be discontinued, and 
ranges placed to enter the harbor. A new Lighthouse will be erected on 
the extreme north end of the peninsula, which will make a good leading 
light, up or down the Lake. It is well known to all our old navigators 
that Presqu'ile Light could not be seen coming down lake, until you were 
nearly abreast of it. After leaving Presqu'ile, the next dangerous place is 
Spectacle Beef, nearly opposite the entrance to the Straits of Michilimack- 
inac and to Sheboygan River, south channel. It is proposed to erect a 
Lighthouse on this reef, which would be of great advantage to vessels nav- 
igating that channel, and also the Straits of Mackinaw (proper). A Light- 
house will be built on Mackinaw Island, and the new light on McGulpin's 
Point (Old Mackinaw) will save many a weary hour to the master and his 
officers. A Lighthouse will be erected on St. Helena Island. This will be 
of great advantage to those running back in the fall of the year for a har- 
bor. The new Lighthouse at Skillegolee has a prominent tower, and can 
be seen 16 to 18 miles, and is a good mark for hauling round Point Waugo- 
shance. In going round, as soon as the light at Skillegolee (which is red) 
makes out to the westward of Waugoshance Light, you can commence to 
haul round the point, and as you can approach the pier work within half a 
mile with safety, there is no necessity of giving it so wide a berth as many 
captains do. A Lighthouse will be built on the extreme north end of the 
peninsula at Grand Traverse. The light on the South Fox is another great 
improvement in passing through between the South Pox and the North 
Manitou Islands. A Lighthouse will be built on Poverty Island, to lead 
through that channel to Little Bay De Noc. A Lighthouse has been 
erected on Eagle Bluff, and one on the north end of Chamber's Island. 
These are both prominent lights. The new cut across Grassy Island into 
the channel at Fox River is another great improvement. _ It makes a 
straight line from the black buoy off Sauble Bank Point to the second 
stake at the mouth of the river, and runs about jSlNE and SSW. It saves 



NOTICE TO MARIN] R0. 

about four miles distance through a shallow, nooked ohana 1. end 

the range lights are fixed there will be no difficulty in 
nel in the night. Another great improvement, when oompleted, will be 
Sturgeon Bay Canal, a cut about two Bailee long iron, fchi Bey to \ hi I 
It will not only save a distance of over eighty mike run bo Gfo BB Be 
but would make a good harbor of refuge for vessela, and it il hoped thai 
this improvement will be carried out to completion. Large oan buoys will 
be placed on the Whale's Back Shoal, in Green Bay. A new Ldghthonae 
will be built this season on Cana Island, between Mud Bay and N..n 
This light will make a good coast light, and will be of great benefit to 
those bound through Death's Boor to Green Bay. Ranges will W placed 
in North Bay and Bayley's Harbor, and the old light discontinued A 
Lighthouse is to be erected at South Haven, and another at Manistee, on 
the east shore of Lake Michigan. It is proposed to erect a LighthouA 
beacon on the middle ground off Racine. These improvements will add 
materially to the safety of vessels cruising on this Lake and Green Bay. 
The pier at Devil River will be extended into 12 feet water, so that i 
can load alongside. 

Lake Superior — The new lights and improvements on Lake Superior are 
a prominent feature. A new Lighthouse will be built on Grand Point 
au Sauble. This will be a good leading light for Grand Island Harbor, and 
also as a coast light. The new light at the east entrance to Grand bland 
Harbor is finished and in good running order, which, together with this 
light, and the ranges, make this harbor easy of access. Granite Island light, 
12 miles from Marquette. The West Huron Island light, and the ranges 
for entering Portage River and Lake, are alike of importance. A Light- 
house is to be built at Lac La Belle ; they are cutting a channel through 
a narrow neck of land, and making piers, which will form a good harbor 
for vessels loading copper, or for a harbor of refuge. Gull Island, between 
Manitou Island and Point Keweenaw, has a Lighthouse erected thereon, 
and is of great assistance in passing through this channel. The beacon on 
Stanard's Rock will be another great satisfaction to the weary m a rin e r . 

The new cut through Portage River, into Lake Superior, when com- 
pleted, will eclipse all other improvements on this lake or on any other, of 
the kind. It will save over one hundred miles in distance to I 
steamers bound to Ontonagon and Superior City, and will make a good harbor 
in bad weather. The harbor of Ontonagon is under improvement, and it 
is hoped that steamers will be able to reach the docks inside the riyer this 
season. Passage Island light is to be re-lighted this year. This pat 
and also all the passages through the Apostle Islands, are rf the meet pic- 
turesque appearance. At Superior Harbor (River St. Louis), they are 
building a pier of protection and other improvements, with deep 
through the passage. Great benefits will be derived from all the Un] 



6 NOTICE TO MARINERS. 

ments along the borders of our upper lakes. It is, indeed, a matter of 
surprise that so many valuable improvements in the barbors and docks of 
this section of tbe great lakes could be so thoroughly and successfully 
accomplished in a time so short. In no section of our country has the 
energy and enterprise of our people so manifested itself as in the improv- 
ing of the harbors and rivers of the Northwest. 

THOS. S. THOMPSON. 



FLOW OF WATER "Iff RIYERS. 



During the past two years observations have been made under the direc- 
tion of the Superintendent of the Lake Survey, G-en. W. F. Reynolds, upon 
the flow of waters in the several rivers which connect the several lakes. 
The following are the results of last year's work: 

Maximum Mean Discharge 

Rivers. velocity. velocity. cubic feet 

Miles per Miles per per sec- 
hour, hour. ond. 

Ste. Marie ... .,,.. 1.30 0.66 90,783 

St. Clair 3.09 2.39 233,726 

Detroit 2.71 2.04 236,000 

Niagara .... 2.32 1.54 242,494 

St.Lawrence 1.00 0.65 319,943 

The river gauging is under charge of D. Farrand Henry, Assistant Engi- 
neer of the Lake Survey Department, who, the Journal of the Franklin 
Institute, from which we copy, says, " has conducted the work with much 
care and skill. He devised a ' telegraph current meter,' which is said to 
be more delicate and perfect than anything of the kind heretofore used, 
and hence the results will be of much value." , 

Mr. Henry is a native of Detroit and a son of one of the early eminent 
medical practioners in this city. He entered this branch of the public 
service many years ago and devoted himself entirely to its interests. 



CUSTOM FEES OF VESSELS. 



The Treasury Department has recently promulgated the following as the 
fees to be charged vessels by the Custom House officers, on the opening of 
navigation : 

1. That when a vessel enters light from the same or another district, she 
pays a fee of 25 cents for an official certificate to the master's oath on mak- 
ing report, under 16th paragraph of the act. 

2. That when a vessel enters with a cargo from a port or place in the 
same district, she pays a fee of 25 cents for a permit to land or deliver goods, 
under the 14th paragraph of the act. 

3. That when a vessel clears, with or without cargo, for a port or place 
in the same district, she pays a fee of 25 cents for a clearance and Collec- 
tor's certificate, under the 16th paragraph of the act. 

4. That when a vessel clears light to another district, she pays the same 
fees that she would if laden, under the 7th paragraph of the act. 

5. That vessels trading on Lake Michigan, exclusively, laden exclusively 
with American products, pay the same fees on entry and clearances as other 
vessels. 

6. That Collectors are authorized to charge a fee of 25 cents for certify- 
ing triplicate manifests of goods transported in bond from eastern to 
western ports (or vice versa) through Canada. 



IMPORTANT TO MARINERS AND OTHERS-OFFICIAL NOTICES. 



VESSELS ARRIVING FROM FOREIGN PORTS. 

The attention of owners, agents, consignees, masters, and commanders of 
vessels arriving from foreign ports is called to the provision of September 
18, act of Congress dated and approved August 18, 1856 : 

"All owners, agents, consignees, masters and commanders of vessels shall 
deliver to the collector of the district, in which the vessel shall first arrive 
on her return to the United States, copies of any receipts for any papers 
given to them by any consular officer, and it shall be the duty of every 
collector of customs to forward to the Secretary of the Treasury : 

" 1. All such copies of receipts as shall have been so furnished to him. 

"2. A statement of all certified invoices which shall have come to his 
office." 



ONE STORY IS GOOD TILL ANOTHER IS TOLD. 



There's a maxim that all should be -willing to mind ; 
Tie an old one, a kind one, as true as 'tis kind ; 
'Tis -worthy of notice wherever you roam, 
And no -worse for the heart if remembered at home. 
If scandal or censure be raised 'gainst a friend, 
Be the last to believe it, the first to defend ; 
Say, to-morrow will come, and time will unfold 
That "one story is good till another is told."' 

A friend, like a ship, when with music and song 
The tide of good fortune still speeds him along ; 
But see him when tempest hath left him a wreck, 
And any mean billow can batter his deck ; 
But give me the heart that true sympathy shows, 
And clings to a messmate whatever wind blows ; 
And says, when aspersion, unanswered, grows bold, 
"Wait, "one story's good till another is told." 

T. S. T. 



PREFACE. 



In presenting the fifth edition of the Coast Pilot to the Lake 
Navigator, the subscriber would respectfully say that, by the 
assistance of the lake surveys, and his own observations on his 
usual tour round the Lakes, he has been enabled to amend the 
work very materially. At the same time, he would tender to 
the fraternity his hearty thanks for the appreciation of his 
efforts which has rendered a fifth edition necessary, and would 
further recommend it to the young navigator as well as to 
those who are from the Seaboard, or otherwise unacquainted. 

All the late improvements, new lighthouses, buoys, beacons, 
docks, etc., will be given ; also, custom house regulations, and 
other information relative to Lake Navigation, which will ren- 
der it a necessary companion for all Pilots on the great chain of 
Lakes. 

THOS. S. THOMPSON, 

Late Pilot U. 8. Revenue Steamer W. P. Fessenden. 
Detroit, 1869. 



REMARKS OK THE MARINER'S COMPASS. 



By frequent experiments, it has been found that compasses 
should not be nearer together than 4 feet 6 inches, to avoid the 
disturbance known to exist when two needles are placed near 
each other. The error from this source has, in many cases, been 
eight degrees. Where it is convenient, one compass to steer by 
is particularly recommended, and a standard compass for refer- 
ence placed on the centre line of the vessel, and as far from 
iron work as possible — say 7 feet. Vertical iron stanchions 
should be at least 14 feet from the compasses. In steamboats,, 
the compass is materially affected by the telescopic funnels, or 
smoke stacks, especially when hot; and when taken down, can 
be sensibly observed. The standard compass should be raised 
much higher from the decks of iron vessels than wooden ones. 

I have found great difference in compasses on these lakes — 
hardly two will agree. In going from a vessel into a propeller 
or steamboat, the difference is seen immediately. No doubt 
that many accidents to boats and vessels have happened from 
this cause — not knowing how your compasses will lead you. 
There is no remedy for this difference, except by constant run- 
ning on a route, when you will find out how your compasses 
will lead you ; and by strict observation, the use of the lead, 
and a good look-out, you may run with safety in all pilotable 
waters. t. s. t. 

Note. — The action of the compass on Lake Michigan, through the 
Straits and Lake Huron, etc. — In running down the Lake from Chicago to 
the Manitou Islands, your compasses will lead you to the Eastward, increas- 
ing gradually from 3 to 6 degrees, as you approach the islands ; but in run- 
ning due north, the compass will show more correct. On the return courses 
from the islands to the West shore, the compass is still more affected. 
(See explanation, page 24.) 

In passing through the Straits, between the Manitous, Foxes and Beaver 
Islands, the compass will lead you about 2 to 3 degrees to the Eastward, 
and here it is necessary to keep a sharp look-out ; but as you can generally 
see Skillegolee and Point Waugoshance Lights at the same time, they 
being only 8£ miles apart, there is no excuse for making a mistake in clear 
weather. After passing Point "Waugoshance, the courses are pretty true 
till you get down as far as Thunder Bay Island, when your compass will 
begin to lead you to the Eastward about 4 degrees. The course being 
from Thunder Bay Island Lighthouse, SbyE|E, to Point aux Barques, close 
to. On Lake Superior there is very little difference in return course, 
although the variation is greater in short distances. 



THOMPSON'S 

COAST PILOT FOR THE UPPER LAKES. 



MAGNITUDE m THE LAKES OR "INLAND SEAS." 

Nothing but a voyage over all of the great bodies of water 
forming the " Inland Seas," can furnish the tourist or scientific 
explorer a just idea of the extent, depth, and clearness of the 
waters of the Great Lakes of America, together with the 
healthy influence, fertility, and romantic beauty of the numer- 
ous islands, and surrounding shores, forming a circuit of about 
4,000 miles, with an area of 90,000 square miles, or about twice 
the extent of the State of New York — extending through 
eight degrees of latitude, and sixteen degrees of longitude — 
this region, embracing the entire north half of the temperate 
zone, where the purity of the atmosphere vies with the purity 
of these extensive waters, or " Inland Seas," being connected 
by navigable rivers or straits. 

The States washed by the Great Lakes, are New York, Penn- 
sylvania, Ohio, Michigan, Indiana, Illinois, Wisconsin, Minne- 
sota, and Ontario — the boundary line between the United 
States and the British Possessions running through the center 
of Lakes Superior, Huron, St. Clair, Erie and Ontario, together 
with the connecting rivers or straits, and down the St. Law- 
rence River to the 45th parallel of latitude. From thence the 
St. Lawrence flows in a northeast direction through Canada 
into the Gulf of St. Lawrence. The romantic beauty of the 
rapids of this noble stream, and its majestic flow through a 
healthy and rich section of country, is unsurpassed for grand 
lake and river scenery. 
3 



14 

Lake Superior, the largest of the Inland Seas, lying between 
46° 30' and 49° north latitude, and between 83° 30' and 92° 30' 
west longitude from Greenwich, is situated at a height of 600 
feet above the Gulf of St. Lawrence, from which it is distant 
about 1,500 miles, by the course of its outlet and the St. Law- 
rence River. It is 460 miles long from east to west, and 170 
miles broad in its widest part, with an average breadth of 85 
miles; the entire circuit being about 1,200 miles. It is 800 feet in 
greatest depth, extending 200 feet below the level of the ocean. 
Estimated area, 31,500 square miles, being by far the largest body 
of fresh water on the face of the globe — celebrated alike for its 
sparkling purity, romantic scenery, and the healthy influence of 
its surrounding climate. About one hundred rivers and creeks 
are said to flow into the lake, the greatest part being small 
streams, and but few navigable except for canoes, owing to 
numerous falls and rapids. It discharges its waters eastward, 
by the straits, or River St. Mary, 60 miles long, into Lake 
Huron, which lies 26 feet below, there being about 20 feet 
descent at the Sault Ste. Marie, which is overcome by means of 
two locks and a ship canal. Its outlet is a most lovely and 
romantic stream, embosoming a number of large and fertile 
islands, covered with a rich foliage. 

Lake Michigan, lying about 576 feet above the sea, is 320 
miles long, 84 miles broad, and 700 feet deep; area, 22,000 
square miles. This lake lies wholly within the confines of the 
United States. It presents a large expanse of water, with but 
lew islands, except near its entrance into the straits of Macki- 
nac, through which it discharges its surplus waters. The strait 
is 30 or 40 miles in length, and discharges its accumulated 
waters into Lake Huron, on nearly a level with Lake Michigan. 
At the north end of the lake, and in the straits, are several 
large and romantic islands, affording delightful resorts. 

Green Bay, a most beautiful expanse of water, containing 
several small islands, lies at about the same elevation as Lake 
Michigan ; it is 100 miles long, 20 miles broad, and 60 feet 
deep ; area, 2,000 square miles. This is a remarkably pure 
body of water, presenting lovely shores, surrounded by a fruit- 
ful and healthy section of country. 



15 

Lake Huron, lying at a height of 574 feet above the sea, is 
250 miles long, 100 miles broad, and 750 feet greatest depth ; 
area, 21,000 square miles. This lake is almost entirely free of 
islands, presenting a large expanse of pure water. Its most 
remarkable feature is Saginaw Bay, lying on its western bor- 
der. The waters of this lake are now whitened by the sails of 
commerce, it being the great thoroughfare to and from Lakes 
Michigan and Superior. 

Georgian Bay, lying northeast of Lake Huron, and of the 
same altitude, being separated by islands and headlands, lies 
wholly within the confines of Canada. It is 140 miles long, 55 
miles broad, and 500 feet in depth ; area, 5,000 square miles. 
In the North Channel, which communicates with St. Mary's 
River, and in Georgian Bay, are innumerable islands and inlets, 
forming an interesting and romantic feature to this pure body 
of water. All the above bodies of water, into which are dis- 
charged a great number of streams, find an outlet by the River 
St. Clair, commencing at the foot of Lake Huron, where it has 
only a width of 1,000 feet, and a depth of from 20 to 60 feet, 
flowing with a rapid current downward, 38 miles, into 

Lake St. Clair, which is 25 miles long and about as many 
broad, with a small depth of water; the most difficult naviga- 
tion being encountered in passing over "St. Clair Flats" where 
only about 12 feet of water is afforded. Detroit River, 27 miles 
in length, is the recipient of all the above waters, flowing south- 
ward through a fine section of country into 

Lake Erie, the fourth great lake of this immense chain. This 
latter lake again, at an elevation above the sea of 564 feet, 250 
miles long, 60 miles broad, and 204 feet at its greatest depth, 
but, on an average, considerably less than 100 feet deep, dis- 
charges its surplus waters by the Niagara River and Falls, into 
Lake Ontario, 330 feet below ; 51 feet of this descent being in 
the Rapids immediately above the Falls, 160 feet at the Falls 
themselves, and the rest chiefly in the Rapids between the Falls 
and the mouth of the river, 22 miles below Lake Erie. This is 
comparatively a shallow body of water; and the relative depths 
of the great series of lakes may be illustrated by saying, that 



16 Thompson's coast pilot. 

the surplus waters poured from the vast basins of Superior, 
Michigan and Huron, flow across the plate of Erie into the deep 
howl of Ontario. Lake Erie is reputed to be the only one of 
the series in which any current is perceptible. The fact, if it 
is one, is usually ascribed to its shallowness ; but the vast vol- 
ume of its outlet — the Niagara River — with its strong current, 
is a much more favorable cause than the small depth ol its 
water, which may be far more appropriately adduced as the 
reason why the navigation is obstructed by ice much more than 
either of the other great lakes. 

The ascertained temperature in the middle of Lake Erie, 
August, 1845, was temperature of air 76° Fahrenheit, at noon ; 
water at surface 73° — at bottom 53°. 

Lake Ontario, the fifth and last of the Great Lakes of Amer- 
ica, is elevated 234 feet above tide-water at Three Rivers, 
on the St. Lawrence ; it is 180 miles long, 60 miles broad, 600 
feet deep. 

Thus basin succeeds basin, like the locks of a great canal, the 
whole length of waters from Lake Superior to the Gulf of St. 
Lawrence being rendered navigable for vessels of a large class 
by means of the Weliand and St. Lawrence Canals — thus ena- 
bling a loaded vessel to ascend or descend 600 feet above the 
level of the ocean, or tide-water. Of these five great lakes, 
Lake Superior has by far the largest area, and Lake Ontario has 
the least, having a surface only of about one-fifth of that of 
Lake Superior, and being somewhat less in area than Lake 
Erie, although not much less, if any, in the circuit of its shores. 
Lake Ontario is the safest body of water for navigation, and 
Lake Erie the most dangerous. The lakes of greatest interest 
to the tourist or scientific traveler are Ontario, Huron, together 
with Georgian Bay and North Channel, and Lake Superior. 
The many picturesque islands and headlands, together with 
the pure, dark green waters of the Upper Lakes, form a most 
lovely contrast during the summer and autumn months. 

The altitude of the land which forms the water-shed of the 
Upper Lakes does not exceed from 600 to 2,500 feet above the 
level of the ocean, while the altitude of the land which forms 



17 

the water-shed of Lake Champlain and the lower tributaries of 
the St. Lawrence River rises from 4,000 to 5,000 feet above the 
level of the sea or tide-water, in the States of Vermont and 
New York. 

The divide which separates the waters of the Gulf of Mexico, 
from those flowing northeast into the St. Lawrence, do not in 
some places exceed ten or twenty feet above the level of Lakes 
Michigan and Superior ; in fact, it is said that Lake Michigan, 
when under the influence of high water and a strong northerly 
wind, discharges some of its surplus waters into the Illinois 
River, and thence into the Mississippi and Gulf of Mexico — so 
low is the divide at the southern terminus. 

When we consider the magnitude of these Great Lakes, the 
largest body of fresh water on the globe, being connected by 
navigable straits or canals, we may quote with emphasis the 
words of an English writer : " How little are they aware, in 
Europe, of the extent of commerce upon these ' Inland Seas,' 
whose coasts are now lined with flourishing towns and cities; 
whose waters are plowed with magnificent steamers, and hun- 
dreds of vessels crowded with merchandise ! Even the Amer- 
icans themselves are not fully aware of the rising importance of 
these great lakes, as connected with the Far West." 



TRIBUTARIES ©F THE GREAT LAKES AND ST. LAW- 
RENCE RIVER. 

Unlike the tributaries of the Mississippi, the streams falling 
into the Great Lakes or the St. Lawrence River are mostly 
rapid, and navigable only for a short distance from their 
mouths. 

The following are the principal rivers that are navigable for 
any considerable length : 

AMERICAN SIDE. . Miles. 

St. Louis River, Minn., Superior to Fond du Lac -0 

Fox, or IsTeenah, Wis., Green Bay to Lake Winnebago* 30 

St. Joseph, Mich., St. Joseph to Niles ••• 26 

* By means of seventeen locks, overcoming an elevation of 170 feet. 



18 Thompson's coast pilot. 

Miles. 

Grand River, Mich., Grand Haven to Grand Rapids 40 

Muskegon, Mich., Muskegon to Newaygo 40 

Saginaw, Mich., Saginaw Bay to Upper Saginaw 26 

Maumee. Ohio, Maumee Bay to Perryshurgh 18 

Genesee, N. T., Charlotte to Rochester 6 

CANADIAN SIDE. Miles. 

Thames, Lake St. Clair to Chatham 24 

Ottawa, La Chine to Carillon 40 

" (By means of locks to Ottawa City)* 70 

Richelieu or Sorel, Sorel to Lake Champlain (by locks) 75 

Saguenay, Tadusac to Chicoutimi 70 

(Thence to Lake St. John, 50 m.) 



LAKE Ml) RIVER EAYSGATI0N. 

FROM FOND DU LAC, LAKE SUPERIOR, TO THE GULF OF ST. LAWRENCE. 



LAKES, RIVERS, Etc. 


Length in 
miles. 


Greatest 
breadth. 


Average 
breadth. 


Depth in 
feet. 


El. above 
sea. 




460 

60 

320 

100 

40 

250 

150 

140 

38 

25 

27 

250 

35 

180 

760 


170 
5 

85 
25 
20 

100 
20 
55 

25 
3 

70 
3 

58 
100 


85 

2 
58 
18 
10 
70 
10 
40 

1 
18 

1 
40 

1 
40 

4 

5 
3 
12 
1 
1 


800 
10 to 100 

700 

100- 
20 to 200 

700 
20 to 200 

500 
20 to 60 
10 to 20 
10 to 60 

200 

'hob 


600 feet. 








576 " 




576 " 




575 " 




574 " 




574 " 




574 « 








568 " 






Erie 


564 " 








224 " 






Lake St. Francis, foot Long 
Sault 


142 " 


Lake Hi. Louis, foot Cascade 


58 " 




13 " 


Lake St. Peter 


6 " 


Tide-water at Three Rivers. . 
At Quebec 


" 
" 


Total miles navigation 


2,835 





* The navigation for steamers extends 150 miles above Ottawa City, by means of portages 
and locks. 

t The St. Clair Flats, which have to be passed by all large steamers and sail vessels, 
running from Lake Erie to the Upper Lakes, now affords twelve feet of water. A new 
channel is being cut through over the Flats in a straight line with the first reach of St. Clair 
River, where range lights will be hxed. 



19 



COURSES AND DISTANCES ON LAKE MICHIGAN. 

BelT All courses marked thus [*] are magnetic. Courses. Miles. 

From Chicago to Grose Point NN W 12 

" Chicago to Racine *N^W 57 

" Chicago to South Manitou Island *NbyE^E 221 

" Chicago to Grand River *NE)«N 109 

" Chicago to Kalamazoo River *NE%E 90 

" Chieagoto St. Joseph EbyN^N 61 

" Chicago to New Buffalo *E^S 45 

'* Chicago to Michigan City • EbyS 38 

" Racine to Michigan City *SEbyS#S 82 

" Milwaukee to Michigan City *SEbyS%S 101 

" Manitowoc to Michigan City *SbyE 168 

" Milwaukee to St. Joseph River *SE#E 92 

" Port Washington to St. Joseph River *SE?|S 109 

" Sheboygan to St. Joseph River SEbyS^S 127 

" Manitowoc to St. Joseph River *SSE 148 

<l Kewaunee to St. Joseph River *SSE)£S 169 

" Grand River to Milwaukee W#S 84 

" Port Washington to Grand River *EbyS^S 83 

" Sheboygan to Grand River *SEbyEj£E 87^ 

" Manitowoc to|Grand River *SE# E 100 

" Kewaunee to Grand River *SEbyS#S 119 

" Sheboygan to the South Manitou Island NE^N 123 

" Manitowoc to the South Manitou Island NE^E 97^ 

" Manitowoc to Grand Point au Sauble *E^S 55 

" Death's Door to Grand Point au Sauble *SbyE^E 90 

** Death's Door to Manitou Islands *SEbyE Ey 48 

" Bailey's Harbor to South Manitou Island E^S 45 

" Twin Rivers to u abreast of Beaver Island, leaving the Manitou 
Islands to the eastward, and the Fox Islands to the west- 
ward NEJtfE 140 

" Big Traverse Lighthouse to Rock Island (entrance to Green 
Bay, North Channel), leaving the Fox Islands to the north- 
ward *WbyN#N 65 

<( Big Traverse to Point Waugoshance NEbyNJ^N 44 

" S&illegolee to Pine River SJtfW 20 

" Skillegolee to Point Waugoshance Lighthouse S27°W 8)£ 

FROM POINT WAUGOSHANCE LIGHTHOUSE TO BEAVER HARBOR, 
TWENTY ONE MILES, AS FOLLOWS. 

From a point i mile south of the Lighihouse, steer WbyS£S 
13 miles, to a point h mile north of Hog Island Reef ; thence 
west 8 miles to Beaver Harbor. 

Hog Island Reef — least water, 6£ feet — is 3i miles from the 

south point of Hog Island; 6£ miles SbyWfW from Hat 
Island ; about south from the small island near the east coast 



20 Thompson's coast pilot. 

of Hog Island, and SE£S 4£ miles from the SW point of Hog 
Island. 

The range line of the NW and NE points of the Big Beaver 
Island runs EbyS, and passes 1 mile to the northward of Hog 
Island Reef, and about i mile to the southward of a small shoal 
of 6 feet water, lying If miles south of the SW point of Hog 
Island, where Hat Island is just shut in by the SE point of 
Hog Island. 

In going from point Waugoshance to Beaver Harbor, the 
range of the NW and NE points of Big Beaver Island should 
not be crossed until Hog Island bears north. 

FROM POINT WAUGOSHANCE TO BEAVER HARBOR, LEAVING- HOG 
ISLAND REEF TO STARBOARD, TWENTY-TWO MILES, AS FOLLOWS: 

From Point Waugoshance Lighthouse SW^W 10^ miles, or 
until Skillegolee Lighthouse bears ESE; thence west 5£ miles; 
thence WbyNfN 6 miles. Lighthouse on starboard hand 
going in. 

FROM POI*T WAUGOSHANCE LIGHTHOUSE TO CHICAGO, THREE HUN- 
DRED AND TWENTY-THREE MILES, AS FOLLOWS : 

From Waugoshance Lighthouse SW|S 72 miles to a point 6 
miles east of the South Manitou Island Lighthouse ; thence SW 
£S 123 miles to Sheboygan ; thence S^E 128 miles to Chicago. 

FROM WAUGOSHANCE LIGHTHOUSE TO SHEBOYGAN, PASSING NORTH 
OF THE FOX ISLANDS, ONE HUNDRED AND EIGHTY-SIX AND ONE- 
EIGHTH MILES, AS FOLLOWS : 

Steer SW£W 25 miles, then around Beaver Island for 2 
miles, till the Lighthouse bears NW; thence steer WbySfS for 
19? miles, till the north point of South Fox bears SE 2 miles 
distant, when steer SWf S 150 miles for Sheboygan. 

FROM WAUGOSHANCE LIGHTHOUSE TO MILWAUKEE, PASSING NORTH 
OF THE MANITOU ISLANDS, TWO HUNDRED AND FORTY-ONE 
MILES, AS FOLLOWS: 

Steer SWiW for 61^ miles, passing li miles from the south 
point of South Fox, till the west side of North Manitou bears 
north, when steer SWbyS^S 180 miles to Milwaukee. Bound 
down, keep the highest land on the North Fox closed in with 



Thompson's coast pilot. 21 

the southern point of South Fox, till within two miles ©f this 
point, to avoid the 13 feet shoal bearing N£W and distant 3| 
miles from the most southern extremity of South Fox. 

FROM WAUGOSHANCE LIGHTHOUSE TO CHICAGO. 

Steer SW|S for 97£ miles, till Point Betsey Lighthouse 
bears east; thence SSW^-S for Chicago. 

The Lighthouses at Waugoshance and Skillegolee are 8£ 
miles apart ; and the range line of the two, as referred to the 
true meridian at Waugoshance, being just S27°W, a good 
opportunity is afforded to masters of vessels to test the work- 
ing of their compasses by dropping upon this range, either to 
the SWbyS^S of Skillegolee about two miles, or to the NEby 
N-|N of Waugoshance Lighthouse about the same distance, 
and sailing upon the range ^ a mile or so, keeping the Light- 
houses covered in both cases. 

The White Shoals bear from Point Waugoshance Lighthouse 
NWiW 4f miles. You can pass all round them in 20 to 30 
feet water. They can be plainly seen in clear weather. 

Simmon's Reef bears from Point Waugoshance Lighthouse 
NWbyN lOf miles ; is li miles long, east and west. You can 
pass round it from 18 to 24 feet water, and can be seen quite 
plain in clear weather. It bears from the White Shoals NWby 
N£N 5| miles, and from the NW end ol St. Helena WbyN 17f 
miles. 

The Indian Payment Shoal bears from Simmon's Reef NEby 
E£E 7| miles, and from the NW end of St. Helena NWfWllf 
miles. It has from 5 to 11 feet water upon it, and can be 
passed all round in from 21 to 40 feet water. 

The shoal off the N W end of St. Helena bears due west 
from the island 2 miles, and can be passed on either side in 
from 25 to 30 feet of water. This shoal has from 8 to 15 feet 
of water on it. 

Gray's Reefs bears from Point Waugoshance Lighthouse 
west 6 miles. There are 13 patches in all, only one of which 
has less than 16 feet of water, and that one is near the centre. 



Eight of them are pretty close together and the rest scat- 
tered. Four of them bear south from Hat Island. 

Hog Island Reef bears from Hat Island SbyWfW 6f miles, 
and from Skillegolee WNW 9f miles. 

FROM BEAVER HARBOR TO THE MANITOU PASSAGE, SIXTY-THREE 
AND A HALF MILES, AS FOLLOWS: 

Stand out of the harbor SEbyE 2 miles; thence S£E 8 miles; 
thence south 10£ miles, so as to fall into the route from Wau- 
goshance ; thence SW-j-S 43 miles, to a point 6 miles east of 
the South Manitou Island Lighthouse. 

FROM BEAVER HARBOR TO GREEN BAY, BY ROCK! ISLAND CHANNEL, 
EIGHTY-FOUR MILES, AS FOLLOWS : 

Stand out of the harbor SEbyE 2 miles; thence SiE 8 miles; 
then follow the island round at a distance of 1 mile from the 
land for 7 miles, until the Lighthouse (revolving light) at the 
south end of the island bears north ; thence WIS 67 miles to 
Rock Island Lighthouse. 

FROMWAUGOSHANCE LIGHTHOUSE TO THE LIGHTHOUSE (REVOLVING 
LIGHT) ON THE SOUTH BLUFF OF BEAVER ISLAND, TWENTY-EIGHT 
AND A QUARTER MILES, AS FOLLOWS : 

From Waugoshance Lighthouse SWfW 25| miles; thence 
along shore to the southward and westward 3 miles, at a dis- 
tance of 1 mile from the land, until the lighthouse bears north ; 
thence to Green Bay, as above. 



DIRECTIONS FOR SAILING NORTH OF THE BEATER 

ISLANDS. 

FROM MACKINAW TO SEUL CHOIX POINT. 

From the middle of Mackinaw Harbor WSW 4£ miles, or 
until you range the Rabbit's Back Point with Point St. Ignace; 
thence W£N to Seul Choix Point. 

This route passes 4i miles to the northward of Point Waugo- 
shance Lighthouse, and li miles to the north of the "White 
Shoals. 



23 

Seul Choix Point bears from Gull Island, which is the west- 
ermost island of the Beaver group, NbyW^W 16 miles. The 
water is deep close to this point. You can approach the point 
in from 30 to 55 feet water. Rocky bottom. 

FROM SEUL CHOIX POINT TO HAT ISLAND, THIRTY MILES, AS 

FOLLOWS: 

From Seul Choix Point EbyS£S 30 miles; thence on the 
same course 10 miles, to Point Waugoshance Lighthouse. 

This route passes 2£ miles south of the White Shoals, and 
1% miles north of Gray's Reefs. 

FROM ST. HELENA ISLAND TO ABREAST OF THE MANITOUS, NORTH 
ABOUT, AND TO CHICAGO, THREE HUNDRED AND TWENTY-TWO 
MILES. 

From St. Helena, after clearing the shoal which is due west 
from the island 2 miles, steer due west 40 miles ; thence SWiW 
16 miles ; thence Sby W&W, for Chicago, 273 miles. 

This route is only 9 miles further than the Sheboygan route, 
and is far more preferable in the fall of the year. A vessel or 
propeller, by keeping the west shore aboard, can go with a NW 
and westerly wind in smooth water, and make her passage with 
ease ; and in case of being driven down in thick weather to the 
northward and westward of the Beaver Island group, these 
routes will be found convenient for making the Straits, by keep- 
ing to the northward of them all, and come in to the eastward. 

Gull Island Shoal bears from Gull Island SbyE^E, from High 
Island SWbyW, and from the SW point of Beaver Island 
WNW. 

There are two patches of shoal water a little to the south- 
ward and eastward of Gull Island Shoal, with 16 and 17 feet 
water on them. This reef is about 4£ to 5 miles from Gull 
Island. Between Gull Island and High Island the water is 
deep, being from 22 to 168 feet, from shore to shore, and is 
nearly 6 miles wide. Due north carries you through midway. 
The water between High Island and the Big Beaver is deep, 
being from 36 to 138 feet. To run through this channel, keep 
about midway until you are abreast of Trout Island, steering 



24 

XNE. This course will carry you clear through, leaving 
Whisky Island and the shoal which sets off from it SW to port, 
best aboard, but is only safe for small vessels, as there are a 
number of patches of rock and sand with from 7 to 13 and 17 
feet of water on them ; but in case a vessel should get in here 
in foggy weather, when you are abreast of the NW point of 
the Big Beaver, haul out KW until Trout Island bears SSW, 
then haul up NNE, leaving Whisky Island and Squaw Island 
2 miles to starboard, until Seul Choix Point bears WfN ; thence 
as above to Mackinaw. 

Potter's Reef bears from Point Patterson EbyNf N 6f miles, 
and is nearly in range with Point Patterson and Seul Choix 
Point. 

The distance from Squaw Island (which is the most northern 
island of the Beaver group) to Point Patterson is 9i miles, and 
Seul Choix Point is 14£ miles from Trout Island and 16 miles 
from Gull Island, leaving a deep channel of from 30 to 180 feet 
water. 

FROM BEAVER HARBOR TO POINT WAUGOSHANCE LIGHTHOUSE, 
TWENTY MILES AND A HALF. 

From the south dock at the entrance of Beaver Harbor east 
8 miles, to a point f mile north of Hog Island Reef; thence 
Eby!N"iN12|- miles, to the passage i mile south of Waugoshance 
Lighthouse, observing that Hog Island Reef lies in the range 
of Whisky Island and the south point of Garden Island; a 
range easily recognized, and which will serve to indicate the 
vicinity of this dangerous reef. 

FROM WAUGOSHANCE LIGHTHOUSE TO NORTHPORT AND TRAVERSE 
CITY, IN TRAVERSE BAY. 

Steer SW£S 9| miles till Skillegolee Lighthouse bears east, 
thence SSW 41£ miles, till Northport Point bears NW, when 
run for the dock. In going in and going out, look out for the 
shoals in the northern part of the bay. To make Traverse City 
when SE of Northport Point, as above, steer SbyW 24| miles, 
to the dock at Traverse City. 



25 



LIGHTHOUSE IN GRAND TRAVERSE BAY. 

The petition to Congress for a Lighthouse at the northern 
extremity of the peninsula in Grand Traverse Bay has been 
successful, and an order has been issued for the erection of the 
building the coming season. Our Representative, Hon. T. W. 
Ferry, will have the hearty thanks of the dwellers around the 
bay, and especially of the ship owners and captains, for the 
interest he has manifested in this matter. 

FROM WAUGOSHANCE LIGHTHOUSE TO THE VILLAGE OF LITTLE 

TRAVERSE. 

Steer SWiS for 2 miles, thence S£W 14 miles, till Middle 
village bears east, giving Skillegolee or Isle Aux Gallets Light- 
house, a good berth, then follow the coast at the distance of i 
mile off for 15 miles, till the harbor of Little Traverse is made. 

Note.- — The above courses are true, and the distances are in 
statute miles. 



HARBORS AND ANCHORAGES. 

LITTLE TRAVERSE 

Is an excellent harbor, affording protection in all winds, with 
good holding ground. In Traverse Bay, the harbors of North- 
port, New Mission Point, Sutton's Bay, Bowers Harbor, and 
old Mission Bay, are all good harbors. 

CAT-HEAD POINT AND BAT 

Afford shelter in southerly winds. Very good holding ground 
is found under Pyramid Point. Also, Unity Dock affords pro- 
tection in all winds except N and NE. 

GLEN HARBOR, 

In the Bay, between Sleeping Bear Point and Pyramid Point, 
has good shelter from all winds from the west, round by the 
south to northeast. 

A LEE 

Can be made under the North Manitou, with generally good 
holding ground. 



2G . Thompson's coast pilot. 

THE HOLDING GROUND AROUND THE FOXES 

Is very good, and they afford shelter from all winds, except 
those from the NW and SE. 

IN GOING- INTO LITTLE TRAVERSE BAY, 

You will make a sandy point which forms the harbor; haul 
close round it and into the bay, and come to in from 2 to 9 
fathoms water. Off the point which forms the harbor, you will 
have from 10 to 17 fathoms water close to. The village cannot 
be seen until you are nearly up to the point. This bay is one 
of the prettiest harbors on all the lakes. 

NORTH MANITOU INLAND 

Has two wood docks, one on each side of the island; and good 
holding ground can be found on the east side of the island, near 
the dock, in from 6 to 10 fathoms. Pickard & Co. have a saw 
mill here. 

SOUTH MANITOU ISLAND 

Has two wood docks, one in the bay and one on the SW side of the 
island. Good holding ground in the bay, with the dock bearing 
N Wby W, in from 7 to 12 fathoms. The dock runs out EbySiS. 
The SE point of the North Manitou Island bears from the dock 
E^N 6^ miles, and the Lighthouse bears from the dock SEbySiS 
2 miles. 

There is also a dock at the North Unity Bay, opposite the 
Manitou Islands. 



DAi\GERS. 

FROM MIDDLE VILLAGE TO THE FOOT OF THE EAST ARM OF GRAND 
TRAVERSE BAT. 

The coast, as far as Little Traverse, can be approached within 
•§- a mile. There are detached rocks and rocky spots within £ of 
a mile from the shore. A 12 feet spit extends 600 feet SbyE 
from the dock at Little Traverse. There is also a 9 feet spot 
1,000 feet south of the most eastern house of this village. 



Thompson's coast pilot, 27 

from little traverse to bio rock point. 
The coast can be approached safely within £ of a mile, the 
shallow water being in the indentations of the shore. From 
Pine River Point, a rocky flat extends £ of a mile to the west 
and north. 

DANGEROUS REEFS 

Extend to N and NW for almost a mile from Fishermans' 
Island. From this island to the foot of the east arm of the bay 
are many detached rocky spots and ledges, and numerous spits, 
extending from the shore, but not less than 12 feet water will 
be found on any part within £ a mile from the general direction 
of the shore, except at the foot of the bay, where 12 feet are 
found in spots f of a mile from shore. 

FROM THE FOOT OF THE EAST ARM TO TRAVERSE CITY. 

From the foot of the Bay to the village of Old Mission, the 
coast can be approached within 1,000 feet everywhere ; but i a 
mile south of the village, a flat extends 1,500 feet into the bay. 
From the point opposite and east of the village, a spit runs out 
in a SE direction. A dangerous rocky flat extends from Old 
Mission Point, north and west, for 1£ miles from the shore. 
From Old Mission Point to Tucker's Point, several spits extend 
from the shore, making navigation unsafe within i a mile from 
the coast. From Tucker's Point, a rocky spit runs out south 
for £ a mile. A rocky spit extends from the south point of Hog 
Island, for more than £ a mile, to the SW, and a smaller one in 
a NE direction from its northern point. From Bowers harbor 
to Traverse City, the shore can be approached within £ of a mile. 

FROM TRAVERSE CITY TO LIGHTHOUSE POINT. 

Two miles north of the dock at Traverse City, a dangerous 9 
foot spit extends | a mile from the shore. The coast from here 
to Lee's Point, is safe within i a mile. From Lee's Point, a 
spit extends to the south for f of a mile. North of Lee's Point, 
a flat runs, almost h mile from shore, half way to Sutton's Point. 
From this point, a rocky spit extends $ of a mile to northward. 
The western shore of Sutton's Bay is shallow within i a mile. 



28 

The coast from Pishaube's Village t© Northport is generally- 
good, but a lookout should be kept for a rocky spit, extending 
for almost a mile NbyE from the northern end of New Mission 
Point. There is shoal water for i of a mile to north and east of 
Bellows Island. Two dangerous shoals, with 6 and 8 feet water 
on them, lie between ISTorthport Point and Northport. A rocky 
spit runs out in a SE direction for % a mile, from a point f of a 
mile north of Northport Point; from thence to Lighthouse Point 
the shore can be safely approached within £ a mile, but at the 
Lighthouse point a rocky spit extends £ a mile to the north- 
ward. 

FROM THE LIGHTHOUSE POINT TO POINT BETSEY. 

Between the Lighthouse and Cat-Head Point, two spits extend 
over £ a mile from shore. From Cat-Head to Carp River, the 
coast can be approached within i a mile, but there are two 
detached 12 feet rocky spots, 4 miles NEiN from the dock at 
Carp River, and If miles from the shore. In Good 
Harbor Bay are several shoals, with only eight feet water on 
them. One of these will be found bearing NE^-N from the dock 
at Unity, and distant 4 miles. This shoal is directly on the 
line joining Carp River and Pyramid Point. 

Another 8 feet spot bears from Unity Dock NEf-E, distance 
3f miles, and is a little inside the line joining Unity Dock and 
Carp River point. Southeast from this last spot, and i a mile 
distant, is a 10 feet spot. Three miles south of Pyramid Point, 
a rocky spit runs \ a mile from shore, and shoal water extends 
for a mile toward Sleeping Bear. From thence to Point Betsey 
the shore is bold, and can be approached within i of a mile, 
except at Piatt River Point, where a spit extends to the north 
having only 6 feet water on it f- of a mile from shore. 

FOX AND MANITOU ISLANDS. 

South Manitou Island can be approached within i of a mile, 
everywhere except on the south and southwest sides, where 
shoal water extends i a mile from the shore. There is also a 
rock with only 3 fathoms water on it, SS WiW from the S W 
point of Manitou Island, distance 2i miles. 



29 

The shore of North Manitou can be safely approached within £ 
of a mile on the north side, and within £ a mile on the east and 
west sides ; but there extends, in a southerly direction, a rocky 
spit, more than f of a mile, from the SW" side of the island. 

From the north point of the South Fox, a spit runs out for a 
mile, in a northwestern direction, and another from its Southern 
point, for -J a mile in a southwest direction. 

There are two dangerous rocks with deep water surrounding 
them ; the one with only 13 feet of water upon it, from which 
the south point of South Fox Island bears NbyE, distant 3f 
miles; the other, having 16 feet water on it, bears N-^E from 
the same point, distant 7f miles. 

North Fox can be approached within h a mile, except on its 
west side, where shoai water extends to £ of a mile, with a 9 
foot spot h a mile from the shore. 



GREEN BIT, 



FROM POINT WAUGOSHANOE LIGHTHOUSE TO GREEN BAY CITY, 
ONE HUNDRED AND SEVENTY-NINE MILES. 

From Point Waugoshance Lighthouse to abreast of Beaver 
Island (revolving light) steer SWf W 25 miles ; thence around 
Beaver Island, keeping about a mile from the shore for three 
miles, till the Lighthouse bears north; thence WfS 67 miles, to 
Rock Island Lighthouse. In running through this channel, keep 
Buoyer's Bluff, which is 7 miles from Rock Island Lighthouse, 
just open with Rock Island, to clear the shoal which sets off 
from the SE end of St. Martin's Island 2 miles, and bears from 
Rock Island Lighthouse NE^-E 5i miles % 

The shore is very bold on the north and west sides of Rock 
Island, and the best landing place is to the SW, where the beach 
begins to form toward the false passage. To make a landing, 
run close along the island until nearly abreast the beach, when 
you will have 11 fathoms water, soft bottom. This bay or false 
channel is open to the NW,and is rock all across to Washington 
5 



30 

Island, just beyond the low point which makes out from Rock 
Island to the SW. From Rock Island Lighthouse, run for 
Buoyers Bluff, 7 miles. This Bluff is also very bold, and can be 
approached within i of a mile. Thence shape your course SWi W, 
for the westermost point of Chamber's Island, 26 miles; thence 
SbyW^W 11 miles, so as to pass f of a mile to the eastward 
of Green Island, and continue the same course 9 miles farther — 
20 miles in all from Chambers Island, to pass the point of Per- 
shetico Shoal, which sets off 3J miles to the SE from Pershetico 
Point; when past the shoal or abreast of Pershetico Point, steer 
SWbyS 31 miles to the buoy off Long Tail Point Lighthouse; 
leaving this buoy (red) to starboard ; Point aux Sauble Bank 
buoy (black) to port ; Grassy Point buoy (red) to starboard. 
All the rest of the buoys are red, and must be left on the star- 
board hand. Give them a berth of 40 feet. The greatest depth 
of water carried out in 1867 was 11 feet on the level. In the 
middle of the channel the bottom is hard, until after passing 
Grassy Point, when it is hard, covered with mud. Outside of 
Grassy Point, it is sandy out of the channel ; within Grassy 
Point, there is mud bottom out of the channel. The depth of 
water is affected to the extent of from 6 to 18 inches by the 
wind ancj varying atmospheric pressure ; the changes being of 
almost daily occurrence. 

The courses are magnetic ; and due allowance should always 
be made for set of current in the bay, and also among the 
islands, according to which way the wind is or has been blowing. 

Fishing Island Shoal lies ESE from the east side of Rock 
Island about 2 miles, and is just above water. A few years ago 
there was a fishing shanty on this island, but the rise of water 
drove it off. The water is deep all round it, and there is good 
anchorage under the £p£ side of Rock Island, in 5 to 9 fathoms 
water. 

There is also another reef which lies SSE, 3 miles from the 
SE end of Rock Island, i a mile long, with 4 feet water on it. 

FROM WASHINGTON HARBOR TO LONG TAIL POINT LIGHTHOUSE, BY 
THE STRAWBERRY ISLAND CHANNEL. 

Run out of the harbor close round Buoyer's Bluff, which is 
very bold, and at a distance of | of a^mile ; steer SWbyS 29 miles 



31 

to abreast of the point beyond Horse Shoe Island, called Eagle 
Bluff Point, where a lighthouse has been erected, and shows a 
bright white light, leaving Plum Island to port in the distance, 
and the Door Bluff (which is high and deep close to) on the 
peninsula to port; and as you approach the next high bluff, 
called the Sister Bluff, you will make two small islands called 
the Sisters, which you also leave to port, at a distance of 1£ 
miles, and take notice that there is a reef, with two detached 
shoals, i of a mile apart, on the same range, which bears 
from these islands SWbyS^S 2% miles, with 6£ feet water on 
them. You can run all round them in from 40 to 50 feet 
water. After passing these islands, keep Horse Shoe Island 
just open with the next bluff point above it, Fish Creek Bluff, 
which is 3 miles beyond Eagle Bluff; or in the night, run for the 
light, keeping it a little on the port bow, leaving a patch of rocks 
called the Pancake Shoal to starboard, which shoal bears from 
Horse Shoe Island KfW about 2^ miles. After passing Horse 
Shoe Island, keep the east shore well aboard, until past the Straw- 
berry Islands and abreast of Hat Island ; then shape your course 
SWbyS 55 miles, to Long Tail Point, or run the shore along 
from point to point, at a distance of 2 miles, and note that there 
is a patch of rocks about 7 or 8 miles from Hat Island, and 1£ 
miles from the shore, called Horse Shoe Bay Beef, and 5i miles 
from Egg Harbor. 

HORSE SHOE ISLAND AND EAGLE HARBOR. 

To go into this harbor, follow the island close round, and haul 
in to the dock, or make fast to the trees, as the water is very 
deep close in. When in this harbor you are perfectly land- 
locked. There is a good wood dock to the southward and east- 
ward of Horse Shoe Island in the bay, and is always supplied 
with wood of the best quality. The depth of water between 
Horse Shoe Island and the mainland is from 6 to 10 fathoms, 
sandy clay. 

Fish Creek is 3 miles from the first point above Horse Shoe 
Island, and is a good harbor. You can carry from 2 to 3 fath- 
oms water, clay bottom ; about one cable's length beyond the 



32 

dock, there is a spit that sets off from the point on the same 
side as the dock in going in, which is plainly shown, however, 
in clear weather. 

Egg Harbor has a good wood doek, with 14 feet water along- 
side ; is on the east side of the bay, and runs out west, with an 
angle north and south from it, to the southward. Wood of the 
best quality. This bay is large and commodious, with good 
holding ground in from 3 to 7 and 8 fathoms, clay bottom. 

Hat Island is directly opposite Egg Harbor, and bears from 
the dock NWbyN^N, and is just open with the SW end of 
Chamber's Island. 

BIG STURGEON BAT. 

In running up Green Bay, after leaving Hat Island, east chan- 
nel, run the shore along at a distance of 2 miles; cross Sturgeon 
Bay, keeping the south shore well aboard, or when Green Island 
bears NWbyNiN ; run in SEbySiS, until Bradley's Dock is 
abeam ; then haul over for the dock. From Bradley's Dock to 
Graham's Dock, run the shore along in from 12 to 15 feet water. 

TO ENTER LITTLE STURGEON BAT. 

Run for the south bluff at the entrance to the bay, keeping it 
well aboard, in 3 to 4 fathoms water ; you will carry that water 
until well up to the saw mill. 

TO ENTER FOX RIVER BT THE LEAD AND MARKS. 

On approaching the Red Clay Banks, run to the southward 
and westward, until you bring the three shanties at Duck Creek 
in a line with the north end of the Red Clay Banks ; run on this 
range, steering WSW, until well past the Lighthouse, and into 
12^ to 13 feet water. It will be observed that while running 
on the above range you will have trom 3^- to 3i fathoms water, 
and will carry that water until the Lighthouse bears N£E, when 
the highest houses in the upper part of Navarino City will be 
in line with the two notches on the westermost part of Grassy 
Island ; haul up quickly to the eastward, steering about SE, and 
run along Grassy Island in from 13 to 16 feet water; pass round 
the point, giving it a good berth, in 12 feet water; range the 



33 

island on the south side, and run along it pretty close to in 10, 
11, 12 and 13 feet water, until you range the Lighthouse in the 
same notches as you did the town on the north side of the 
island; then haul up quickly again to the southward and run 
into the river, which can be done by forming the best part of 
the letter S. In making the turn, you will run over a mud bar 
of 9i to 10 feet water. When in the river, keep the starboard 
side best aboard, to clear a flat which sets off and below Devil 
River. When abreast of Fort Howard, haul over to the docks 
at Navarino, or come to anywhere in the river in 5^ fathoms 
water. 

When abreast of Grassy Point, in 11 feet water, you can make 
a straight line for the mouth of the river over the flats, in 
nothing less than 9i feet water. Steering about WbyS, will 
lead you to the first stake outside the river; when you drop 
into 10 to 15 feet water, haul up river. The courses in these 
directions are compass courses. The Depot of the Railway 
terminates at the town of Howard, opposite the city of Nava- 
rino. 

The new channel across Grassy Island, leading to Fox River 
will be, when finished, 200 feet wide, and 14 feet deep, from end 
to end, about a mile and a half. It will save from 3 to 4 miles 
of sailing over the old route, round the east end of Grassy 
Island, besides the great advantage of permitting vessels to 
come in with a wind that would allow them to head up SSW 
or NNE. 

The new channel leaves the old one near the second stake 
below the mouth of the river, and runs straight in a line about 
N1STE, pointing to the black stake on Sauble Point, and when 
the range lights are placed, steamers and vessels will be able to 
run up or down in the night. 

BIG BAY DE NOC. 

From Louse or Rock Island Lighthouse to Big Bluff NbyE 
£E 20 miles; thence NEbyNiN 8 J miles to Garden Bluff; 
thence NNWiW 4 miles, to Holbrook & Elkin's mills; come 
to in 12 to 13 feet water. There is excellent holding ground in 



34 Thompson's coast pilot. 

the bay to the northward of the Big Bluff, in from 6 to 7 fath- 
oms water, mud bottom. 

From Death's Door, after entering this channel, and past Plum 
Island, run the shore of Washington Island along at about 1 
mile distant, or NiE 8 miles to abreast of Buoyer's Bluff ; thence 
NEbyN 24 miles, to Big Bluff; thence NE£N 8 miles, to Gar- 
den Bluff ; thence NNW|W 4 miles, to the Mill at Sturgeon 
River. There is a buoy kept off the mouth of the river as a 
mark for vessels to load by. 

From the NW end of St. Martin's, after passing through the 
channel, steer NbyEiE to Big Bluff, 12 miles. There is a good 
harbor on the NE end of Big Summer's Island, with good pro- 
tection from all winds except NE. Come to in the centre of 
the harbor in 5 to 7 fathoms, opposite the fishing houses. 

SAG HARBOR. 

Sag Harbor is a small bay on the south side of Big or Burnt 
Bluff, about 3 miles from it. It is formed by a sand bar run- 
ning in a line with the shore. To run in, haul round the bar by 
the lead and come to in the bay; there is only 6 feet water 
going in. 

ogontz bay. 

This bay is formed by Round Island, Isle St. Yidel, and a long 
shoal which sets down from Indian Point, and Sturgeon River, 
and terminates with three patches of rock, which bear from 
Middle Bluff NWby W£W U miles, with 6 to 7 feet water on 
them. This shoal can be followed close round, in 4 fathoms, 
from Sturgeon River to the head of Ogontz Bay, and when 
abreast of Isle St. Videl the soundings will decrease gradually 
from 3 to 2 fathoms. In returning from Ogontz Bay bound to 
Point Peninsular, run down the bay SbyW^W until past Round 
Islancb; then haul up SWbyWiW 13 miles, giving Round 
Island a berth of f of a mile. Pass round Point Peninsular at a 
distance of lh miles to clear the shoals off from it. The sound- 
ings are very gradual from Round Island to the Point in 3£ to 
4 fathoms water, and at the head of Big Bay de Noc and Gar- 



35 

den Bay the soundings are very gradual from 4£ fathoms to 
within f of a mile of the beach. 

There is a shoal sets off from Stoney Point, which is a point 
of low land, east of Sturgeon River 1£ miles, and also a shoal 
off the next low point north of it f of a mile. 

There is a remarkable sand bluff called Jack's Bluff on the 
east side, at the head of the bay. It can be seen from Big Bluff, 
and is a good leading mark for the head of the bay. 

There is excellent holding ground under Garden Bluff, and 
a good harbor can be made under Middle Bluff, and the island 
north of it, in 4% fathoms, soft bottom. You can run into this 
harbor from the northward, leaving the island to starboard, in 3 
fathoms (sandy) until you drop into soft bottom, 

To go in from the southward, haul in close round the bluff 
and into the bay, leaving the island to port. 

SNAIL SHELL HARBOR. 

This harbor lays to the southward of Middle Bluff, and is per- 
fectly land-locked. The water is very deep. Vessels or boats 
make fast to the trees, or lay alongside the beach, which is steep. 
It is not so good a harbor for vessels as steamers, as the entrance 
is open to the northward. Big or Burnt Bluff has good anchor- 
age in 5 to 7 fathoms, soft bottom, on the north side, in the bay. 
Vessels can ride out any gale here. Height of Big Bluff, 227 
feet from water level. Course from Big Bluff to Isle St. Videl, 
Nby WiW 4 miles ; from Point Peninsular to Buoyer's Bluff', 
SiE 18 miles; from the station on Big Bluff to Buoyer's Bluff, 
S 26° W. The Door Bluff shows out a little to the westward of 
Buoyer's Bluff on the range. 

Note. — There is a lighthouse on Point Peninsular, and a bea- 
con light on Sand Point, in Little Bay de Noc. 

As the railroad to Marquette is now in operation, masters of 
vessels will find it to their advantage to run through the north 
passages, especially coming from the lower lakes. The passage 
north of the Beaver Islands, in connection with them, will 
shorten the route materially, and is preferable to the south 
passage. High Island gives a good lea with a southerly wind 



36 

in the north passage. A lea can be made from a south wind 
under Gull Island, Front Island and Whisky Island, but the 
ground is not so good as under High Island. The best anchor- 
age is under the east point of the island, in 5 to 7 fathoms, sandy- 
clay. When laying here, should the wind chop round to the 
XTT, you can run out, round the east end of the island, giving 
the point a good berth, and follow the island close round and 
come out to the westward, leaving Gull Island to port or to 
starboard pretty close to. The course from the south side of 
Gull Island to Rock Island Lighthouse is WSW, but if the wind 
should be southerly you will have to haul up a point higher, as 
a southerly wind always sets a stiff current through the passages 
and along the islands leading into Green Bay. 

ST. MARTTX'3 ISLAND CHANNEL. 

In going through this channel, leave the Gull Islands to star- 
board and St. Martin's Island to port ; run through about mid- 
channel, and when abreast of the west end of St. Martin's, steer 
KWiW 15 miles for Point Peninsular ; thence XNW 6 miles 
to Sand Point, Little Bay de Xoc, giving the Point a berth of 
£ a mile, and haul round to the docks or come to anchor in 7 
fathoms. In passing Peninsular Point, give it a berth of li 
miles, to clear the shoal that sets down from it SiE. There is a 
detached shoal to the eastward of the Point about £ of a mile with 
8 feet water on it. A very good harbor can be made from S 
to E and NE winds on the west side of Point Peninsular in 5 
to 6 fathoms water, soft bottom, with the Point bearing ESE. 

Note. — The shore is bold on the north and west sides of St. 
Martin's Island, and the channel is deep from 13 to 20 fathoms. 
From the SE point of the island for 2 miles, you will find 6 to 
7 fathoms water, hard bottom. 

There is a detached shoal off the SE end of St. Martin's 
Island, bearing SbyW 2£ miles distant, which has 8 to 12 feet 
water on it. 

One cable's length from this shoal you will find from 5 to 7 
fathoms water, and will carry that water a long distance to the 
northward. 



37 



FROM PLUM ISLAND TO SAND POINT, LITTLE BAY DE NOC. 

From Plum Island to a point 3 miles west of Point Peninsu- 
lar, and in mid-channel, steer N£W 27 miles; thence same 
course 6 miles to Sand Point. I 

From Buoyer's Bluff to Sand Point Nf-W 24 miles. From 
Rock Island Lighthouse to Sand Point MW 25 miles. 

From Green Island to a point 3 miles west of Point Penin- 
sular NNE^E 49 miles ; thence N"£W 6 miles to Sand Point. 
This course brings you close to Chamber's Island. 

From the anchorage off Menomonee River to a point 3 miles 
west of Point Peninsular ISTEflST 49i miles. 

POVERTY ISLAND CHANNEL. 

There is a good deep channel on both sides of Poverty Island. 
To enter the south channel keep midway between Poverty and 
Gull Islands, and after passing Poverty Island haul up for Little 
Rock Island, keeping Big or Burnt Bluff closed in behind Little 
Rock Island. On this route you will pass over a shoal with 4 
to 5 fathoms water on it. There are several patches of shoal 
water lying between this shoal and the North Gull or Gravely 
Island, so that by keeping well to the northward you avoid all 
danger. 

A Lighthouse is to be erected on Poverty Island as a guide 
for these channels. 

To enter Green Bay by the north channel, open Poverty with 
Big Summer's Island, and run straight in, keeping Poverty best 
aboard ; thence for Little Rock Island, giving it a berth of f- 
of a mile. 

The channel between Point Detour and Big Summer's Island 
is difficult to run, being crooked and shallow, and requires a 
good pilot, the depth of water being only 10 to 12 feet, and 
rocky. 

FROM CHICAGO TO GREEN BAY BY DEATH'S DOOR, 

From Chicago to Pilot Island Lighthouse N£E 245 miles; 

bring Plum Island Lighthouse to bear NW, and run through 

the passage, leaving Pilot Island to the starboard j of a mile; and 

when abreast of Plum Island, steer WNW, until you open 

6 



38 

Chamber's Island with the Door Bluff, 5 or 6 miles ; thence 
WSW for the NW point of Chamber's Island, 18 miles; thence 
as directed for Long Tail Point. In running out through 
Death's Door, bound to the southward, steer out SE, leaving 
Plum Island and Pilot Island to port, at the distance of f to 1 
mile. Run on this course until you shut in the Ship or Spider 
Islands with the point of the False Door ; thence SiW for 
Chicago. 

A Lighthouse is to be erected on Chamber's Island, as a guide 
for the west channel. 

From Bailey's Harbor to Pilot Island Lighthouse, 18 miles 
NNE. 

The Whale's Back Shoal bears from Death's Door WNW; is 
a direct line with Cedar River, and about half way across the 
bay ; 6|- feet water on it. 

Buoys are to be placed on the Whale's Back Shoal this season 
and every season hereafter. 

Note. — At the commencement of a SE wind, blowing fresh, 
there is always a strong current setting into Green Bay, down 
along the west shore and among the Beaver Islands. 

Good anchorage under the south side of Chamber's Island, in 
4 to 5 fathoms water, sandy clay. 



LIGHTHOUSES ON LAKE MICHIGAN AND GREEN BAY; 

WITH DIRECTIONS FOR HARBORS, ETC. 

Chicago Harbor. — The new light at the east end of the North 
Pier is a fixed white light, and can be seen 15 nautical miles. 
The best holding ground outside is from f to 1 mile north of 
the North Pier, 6£ to 7 and 9 fathoms water. The North Chan- 
nel is now used, and is being dredged from time to time, and no 
correct depth of water can be at present given; but it is hoped 
that it will soon be in a better condition than it has been for 
years past. The anchorage is good in 4 to 5 fathoms as far 
north as Grose Point. 

Port Clinton has a dock and pier ; 22 miles north of Chicago. 



Taylor's Port, on the western shore of Lake Michigan, about 
3 miles south of Port Clinton. 

Little Fort or Waukegan light, fixed, visible 10 miles, on the 
south side of Little Fort River, 15 miles south of Southport, 
and 12 from Port Clinton. Two open piers, no harbor, and 
good holding ground all along shore in 4 to 8 fathoms water. 

Southport or Kenosha light, fixed, varied by flashes, visible 
14 miles, on Warrington Island, north side of harbor. Two 
open piers outside. Beacon light, fixed, visible 9 miles, on the 
end of the North Pier. To enter the harbor, range the North 
Pier, and run in. Least water 10 feet. 

Racine, Root River. Light at extreme end of North Harbor 
Pier at Racine. Fixed, visible 12 miles. 10 miles north of 
Kenosha. There are two open piers to the southward of the 
harbor. To run into the harbor, range the North Pier and run 
in ; nothing less than 14 feet water. The reef or middle ground 
bears from old light on Bluff EJS If miles; least water 6£ 
feet. The whole surface of this reef covers about 2 acres, and is 
|- a mile long, north and south, but narrow east and west. East 
from the harbor carries you clear of the north point of it. The 
reef bears from Racine Point SbyE, and the point from the har- 
bor NNE. In approaching Racine from the northward and 
eastward, by paying due attention to the lead, this reef can 
easily be avoided, as the soundings are gradual; and note that 
after passing Milwaukee, the color of the water will indicate 
your position, as there is no muddy water below Racine. The 
harbor is easy of access in any weather. Anchorage outside, 
hard sandy bottom, here and there clay. 

Milwaukee light, fixed, varied by flashes, visible 14 miles, on 
north point of Milwaukee Bay. North Cut Beacon light, fixed, 
visible 8 miles (red), on north pier of the North Cut, with fog 
Horn. There is excellent holding ground in 5& to 6 fathoms, 
under the north point of Milwaukee, in the neighborhood of the 
old Lighthouse. The reef off the north point sets off about £ 
of a mile to the SE. The reef off the SE point of Milwaukee 
can be passed on either side. To pass inside run the shore 
along in 2|- to 3 fathoms water, pretty close to. Least water 
on this reef 10 feet. 



40 

Note. — In running across the Lake, from Milwaukee to Grand 
Haven, the course is .E£N", and the return course WbyS^S. 
These courses were run by the " Milwaukee " steamship tor 
three weeks in April, 1860. The compass is more affected going 
west than east. Also, the courses from and to Chicago are sim- 
ilar, being NE^NT to Grand Haven, and SWbyS^S to Chicago. 
The compass being attracted to the eastward, the variation must 
be allowed to the left, instead of the right hand. 

Port Washington light, fixed, visible 9 miles, at Port Wash- 
ington, 25 miles north of Milwaukee ; has a good pier, with 
wood. This port lies well into the bay, and has often been 
mistaken for Milwaukee Bay, before the light was on the point 
at Milwaukee. The anchorage is not good. 

Sheboygan light, fixed, visible 11 miles, at Sheboygan River, 
25 miles north of Port Washington. The Lighthouse stands on 
the north bluff. To enter the river, range the north pier, and 
run in nothing less than 10 feet. There is one open pier, to the 
southward of the harbor ; and Kirkland's large white warehouse 
stands just at the first turn of the river, on the port side. There 
is a reef off north bluff with 8 feet water on it. The water is 
shoal to the southward of the south dock. 

Manitowoc light, at the mouth of Manitowoc River, fixed, 
varied by flashes ; visible 11 miles. Open piers. Lumber and 
firewood. Twenty-two miles north of Sheboygan. Good hold- 
ing ground in 6 to 7 fathoms water. 

Twin Rivers, 7 miles north of Manitowoc. Open piers. Wood 
and lumber. 

Twin River Point. It is now proposed to renew the light on 
Twin River Point, a light which was always a prominent lead- 
ing one. Coming from the Manitou Islands, no light was more 
useful than this for propellers and steamers calling at all the 
way ports on the west shore. 

Kewaunee, 21 miles north of Twin Rivers. Open piers. 
Wood and lumber. 

Bayley's Harbor. This light is to be discontinued, and a 
Lighthouse to be built on Cannah Island, 3 miles west. Ranges 
are to be erected for entering Bayley's Harbor. The new light 
on Cannah Island will be of great service for coasting, and a 
leading light for North Bay, where ranges will also be stationed. 
There is good holding ground in any part of the bay and abreast 



41 

the old Lighthouse ; you will have soft bottom in 6£ fathoms 
water two cables' length from it. The reef sets off' from the 
Lighthouse & to | of a mile about SSE£E. Off the first 
point to the southward of the harbor, west side, a reef sets out 
in a NE direction, which protects the harbor from southerly 
winds. 

Mud Bay, 2 miles north of Bayley's Harbor, is a good shelter 
from SE and NW winds. The soundings are gradual, from 2 
to 7 fathoms. 

North Bay, 4 miles north of Mud Bay, is also a good harbor 
for any wind except east. The reef which sets off from the 
south point of the bay in a northerly direction, protects the 
harbor from southerly winds. The lead will guide you into 
this bay in 4 to 5 fathoms. Good holding ground in from 3 
to 5 fathoms. See ranges above. 

Pilot Island light, fixed, varied by flashes, visible 14 miles. 
This Lighthouse is on Pilot Island, the south entrance to Green 
Bay, called Death's Door. The old Lighthouse stood on Plum 
Island. There is good anchorage directly opposite to Plum 
Island, in the bay of the peninsula, in 7 to 10 fathoms, west 
side. The water directly opposite Plum Island Lighthouse, 
close in, is 5 to 15 fathoms, mud, and inshore of that, rock and 
boulders, but has no shelter. Excellent holding ground between 
Plum Island and Detroit Island, in 5 to 6 fathoms, mud bottom. 

Rock Island light, fixed, visible 14 miles, on Rock Island, 
north side of entrance to Green Bay. 

Washington Harbor, 7 miles west of Rock Island, headquar- 
ters for the fishermen. Has a dock on each side of the bay ; 
the water is deep, and the bay is open to the NE. Knowland's 
dock is on the east side of the bay, and Raney's on the west. 

Long Tail Point light, fixed, visible 10 miles, near the mouth 
of Fox River, head of Green Bayv^ 

Big Swamico River is 5f miles north of Long Tail Point. 
Has lumber mills (Sawyer & Gardner). Vessels load to anchor. 
Good holding ground in 2i to 3 fathoms. 

Little Swamico River, 3 or 4 miles north of Big Swamico, has 
lumber mills (Gardner & Co.) Vessels load to anchor in 2i to 
3 fathoms. 



42 Thompson's coast pilot. 

Oconto River, about 11 miles north of Little Swamico, has 
lumber mills (Brewster & Co.) Lumber rafted. 

Pensaukee River, 5 miles south of Oconto River. Gardner's 
Mills. Vessels load to anchor in 2& fathoms water. Lumber 
raited. 

Pershetico River, 5 miles to the northward of Oconto River. 
Vessels load to anchor. Lumber rafted. Pershetico Lumber 
Company has a dock built out to load from. 

The Oconto Bank lies between Oconto Point and Little 
Swamico, and nearly opposite Pensaukee River. Least water 
6i- to 7 feet. 

Note. — A Lighthouse has been erected on Green Island, and 
shows a bright white light. 

In passing through to the westward, between Green Island 
and Menomonee River, observe that there is a shoal, f of a mile 
long, forming an elbow, from the west end of the island, running 
out WNW, after clearing which you can run out into the bay, 
SEbyS-|S until the east end of Green Island is just open with 
the west end of Chamber's Island, then shape your course SW 
bySJS until abreast of Pershetico Point and shoal, H miles, 
thence up the bay. 

Point Peninsular light, on the point of same name, between 
Little and Big Bay de Noc. Fixed, visible 12 miles. 

Escanaba light, at the extreme end of Sand Point, in Little 
Bay de Noc. Fixed (red), visible 8 miles. 

Menomonee River, nearly opposite Green Island, has 4 to 5 
feet water over the bar. Mills up river; New York Lumber 
Co.; T. H. Bently; and Luddington & Co. Good holding 
ground off Mr. Jacob's house, in 5i fathoms water. Vessels 
load outside. Lumber scowed out. 

Little Sturgeon Bay. J. B. Gardner & Co. Vessels load 
inside to the dock. Seven njjjes from Big Sturgeon Bay. 

Beaver Island light, revolving, visible sixteen miles, on the 
south end of Beaver Island. A leading light for the Straits of 
Mackinaw and Green Bay. The bottom off this Lighthouse is 
hard, in 3 to 7 fathoms. 

Beaver Island Harbor light, fixed, visible 9 miles, on Whisky 
Point, at the entrance to Beaver Harbor, on the north side. 



43 

The harbor is easy of access. To go in, bring the Lighthouse 
to bear WNW, and run in, leaving the light to the starboard ; 
you will carry from 9 to 10 fathoms water well into the bay. 
The wood dock on the south side of the bay is nearly opposite 
the Lighthouse ; has good water alongside in from 10 to 16 
feet. The best anchorage in the bay is from 7 to 9 fathoms 
water, mud. Cable's Dock, at the SE end of the island, has 9 
to 12 feet water, with good wood. Three-quarters of a mile 
south of the dock is good holding ground, in 3£ to 5 fathoms. 
And all along shore to the northward. 

Skillegolee light, fixed ; red, visible 19 miles, on Skille- 
golee Rock, 8& miles from Point Waugoshance Lighthouse, 
16f miles from Beaver Harbor Lighthouse, and 5f miles from 
the mainland SE from it; bearing from Beaver Harbor WbyN 
fN, The depth of water from it to the mainland is from 23 to 
146 and 263 feet. Skillegolee Fog Horn sounds every 5 min- 
utes in foggy or thick weather. 

Point Waugoshance light, fixed, varied by flashes, visible 14 
miles, stands on a crib or pier on the outer reef off Point Wau- 
goshance ; is 74 feet above the level of the Lake, and is one of 
the principal leading marks in the Straits. There is a good 
channel between it and the point in from 15 to 20 feet water. 
This light can always be trusted to, and is well kept. Point 
Waugoshance has a Fog Bell, struck by machinery. 

South Fox Island light, on the extreme SE end of South Fox 
Island, revolving red, visible 16 miles. 

Grand Traverse light, fixed, visible 11 miles, on the NW 
point of Traverse Bay, and is a leading mark for the Bay and 
Straits of Mackinaw. 

South Manitou Island light, fixed, visible 14 miles, on the 
South Manitou Island, 10 miles from the east shore of Lake 
Michigan. Has a Fog Bell, struck by machinery. Good hold- 
ing ground, with the dock bearing NWbyW, in from 7 to 9 
fathoms water. 

Point Betsey light, flash, visible 14 miles, on the point of that 
name, east side of Lake Michigan, 20 miles from South Manitou 
Island Lighthouse. This is a prominent light, and is a good 
leading mark for the Straits. 



44 THOMPSON'S COAST PILOT. 

Betsey River, Town Frankfort, has piers. Ten feet water. 

Manistee light. A Lighthouse is to be erected at this port, 
16 miles NEbyN" from Big Point Au Sable, and SfW 30 miles 
from Point Betsey Lighthouse. 

Grand Point Au Sable light, on Grand Point Au Sable, 45 
miles south of Point Betsey light, east shore of Lake Michigan, 
fixed, visible 19 miles. 

Muskegon light, fixed, visible 10 miles, at the mouth of Mus- 
kegon River, 12 miles north of Grand River; from 1\ to 8 feet 
water over the bar. 

Grand River light, fixed, varied by flashes, visible 14 miles, 
at the mouth of Grand River, 28 miles north of Kalamazoo 
River. To enter this harbor, range the two stakes on the south 
bank of the river, and run in. The Lighthouse is on the south 
side of the river, and the range stakes are to the north of it ; 
these stakes are lighted with lamps at night. A Fog Bell is 
erected at Grand Haven, on the pier, struck by machinery. 

Kalamazoo light, fixed, visible 10 miles, at the mouth of Kal- 
amazoo River, on the north side, about 40 miles north of St. 
Joseph. This harbor is continually changing. No accurate 
directions can be given at present for entering the harbor, but 
vessels can come to and sound the bar, and run in. The chan- 
nel has always been very narrow, and until the ranges are 
properly placed, it is not safe to venture in without sounding. 

St. Joseph light, fixed, varied by flashes, visible 15 miles, at 
the mouth of St. Joseph River, about 25 miles north of New 
Buffalo. Beacon light, fixed, visible 5 miles, on the south pier. 
This harbor is under improvement. The piers were tempora- 
rily repaired last season, and had ten feet of water straight in 
over the bar. When the piers are thoroughly repaired, the 
channel will open itself, and will be one of the best, if not the 
best, harbor on Lake Michigan. It is an easy harbor to make 
in any weather, and masters of vessels will be rejoiced to know 
that there is a harbor of refuge under their lea; 14 feet water 
may be lookep for in a short time. The Lighthouse is on the 
hill, to the southward of the Liberty Pole. The piers run out 
NWbyW. 



Thompson's coast pilot. 45 

New Buffalo, about 12 miles north of Michigan City. No 
harbor nor light. 

Michigan City light, fixed, visible 11 miles, at the south end 
of Lake Michigan. Lighthouse on the north side of the harbor. 
Five feet water over the bar. This harbor is under improve- 
ment, and can be made a good harbor. 



VARIATIONS OF COMPASS. 

On Lake Michigan, from 4° to 5° E. 
At the head of Green Bay, 6° 25' E. 



COURSES ANB DISTANCES ON THE EAST SHORE OF LAKE 

MICHIGAN. 

Jgp" All courses marked [*] are magnetic. Courses. Miles. 

From Michigan Cito to New Buffalo *NEbyE 12 

" New Buffalo to St. Joseph *NEbyNiN 26 

" St. Joseph to Kalamazoo NNE 40 

" Kalamazoo to Grand River N|W 28 

" Grand River to Little Point au Saubie *Nby WfW 44 

" Little Point au Saubie to Big Point au Saubie N£E 28 

" Big Point au Saubie to Point Betsey *NbyE|E 48 

" Point Betsey to Sleeping Bear NNE 18 

Manistee, about 16 miles from Big Point au Saubie, has six 
to 7 feet water over the bar, but cannot be trusted to as an 
average. Vessels load outside. There are two docks at the 
place. 

Black River has two Piers, and is under improvement. 
About 10 feet water over the bar. 



SAILING DIRECTIONS FOR LAKE HURON, ETC. 

FROM THE HEAD OF ST. CLAIR RTVER OR FORT GRATIOT LIGHTHOUSE 
TO DETOUR LIGHTHOUSE, ENTRANCE TO ST. MARY'S RIVER, TWO 
HUNDRED AND TWENTY-SIX MILES, AS FOLLOWS : 

From the head of the River St. Clair NNE 2£ miles, into 
Lake Huron ; thence NbyW 71 miles, to abreast of Point aux 
Barques Lighthouse, which should bear WbyS 8 miles oif; 

7 



46 

thence N1STW 77i miles to abreast of Thunder Bay Island 
Lighihouse, bearing WSW 5 miles; thence NWbyN 75 miles 
to the mouth of Detour passage ; bring Detour light to bear 
west, 1 mile distant. After running NWbyN from Thunder 
Bay Island Lighthouse for 27 miles, Presqu'ile light should bear 
SWbyW, distant 5 miles. 

FROM FORT GRATIOT LIGHTHOUSE TO MACKINAW, 241 MILES. 

The same as above to Presqu'ile, 178 miles ; thence ISTWbyW 
|W 60 miles, to a point \ a mile north of Bois Blanc Island 
Lighthouse ; thence Wf N 9h miles, to Mackinaw Harbor. 

FROM PRESQU'ILE TO THE DOCK AT DUNCAN CITY OR SHEBOYGAN 
BAY, FIFTY-NINE AND ONE-HALF MILES. 

From Presqu'ile NWbyWfW 50 miles; thence west 8 miles, 
passing £ of a mile north of Sheboygan Lighthouse, and 1 mile to 
the westward of the same ; thence south 1£ miles, to the dock 
at Duncan; and note, that in rounding the Lighthouse point 
you will carry from 3 to 3£ fathoms water close to, until you 
range the south side of the dock, when you will suddenly drop 
into 5 fathoms, where you can let go an anchor or run along- 
side of the dock. 

Spectacle Reef bears from Bois Blanc Lighthouse EbyS lof- 
miles, and due east from the Beacon on the SE point of the 
same 9 miles. It bears from Sheboygan Lighthouse NEbyEfE 
15 miles, and from Detour Lighthouse SWiS 17f miles. 

St. Martin's Reef bears from Bois Blanc Lighthouse NEbyE£ 
E 15^ miles, and from Detour Lighthouse WbySJS 11£ miles. 
There is a patch with 13 feet water on it 3f miles WfN" from 
Spectacle Reef, and from Bois Blanc Lighthouse EbySiS 9£ 
miles. There is also a shoal with 6 to 9 feet water on it NNW 
iW 6| miles from Bois Blanc Lighthouse, SWby WiW 3 miles 
from Goose Island, and 7 miles from Mackinaw Harbor on the 
same range. 

The reef off Goose Island sets off SSE£E 1 mile ; rocky, 
with 1, 2, 3, 4 and 9 feet water on it. 

Tobin's Reef lies NWbyW 3 miles from St. Martin's Reef, 
and has from 6 to 9 feet of water on it. 

St. Martin's Reef has from 7 to 11 feet of water on it. 



47 

Vessels bound to Mackinaw will find plenty of water, with a 
5 to 6 mile channel, clear of these reefs. 

The coast from Detour to Point St. Martin is very rocky, 
with indentations, points and islands, forming several good 
harbors. 

Scammon Harbor is one of the best, with 5 to 6 fathoms 
water going in. Root Island, at the entrance on the starboard 
hand, bears from Bois Blanc Lighthouse NEbyN 12 miles. 

Marquette Bay is also a good harbor. The entrance bears 
from Goose Island NbyW^W 2J- miles. To run into the bay, 
keep the starboard side close aboard, in 5 to 6 fathoms, haul up 
to the eastward, and come to in 4 to 5i fathoms water, mud 
bottom. The entrance is 1 mile wide, with nothing less than 
.6 fathoms water, except off Point Brulee on the port side. 
The shoal off this point has 11 feet of w T ater on it, and drops off 
suddenly. 

There is a patch of rock with 17 feet of water on it between 
NW end of Round Island and old Mackinaw, bearing from old 
Mackinaw NEbyE^E, and from the center of Round Island 3£ 
miles WbySiS. 



THE OLD COURSES USUALLY RUN BY VESSELS ON LAKE 

HURON. 
Run out of St. Clair River ME 2£ miles ; thence Nby W 
75 miles, to Point aux Barques. This shore can be run along 
at a distance ot 1 to li miles, to abreast the Lighthouse, in 3£ 
fathoms. The bottom is hard close in as you approach the 
Lighthouse. From Point aux Barques Lighthouse 2 miles, 
bearing Wby S, you will have three fathoms water, hard, with 
boulders and spots of mud. From Point aux Barques, with 
light bearing WbyS, distant 3 miles, steer NNW 75 miles, to 
Thunder Bay Island Lighthouse. In case of heavy westerly 
winds, vessels generally haul well up, in crossing Saginaw Bay, 
under the high lands of Sauble, which can be approached within 
2 miles with safety all along shore. From Thunder Bay to 
Presqu'ile NWbyN 30 miles; from Presqu'ile to the entrance 
of the Straits of Michilimackinac NWbyWiW 50 miles; thence 



48 

west to abreast of Sheboygan light; thence NWbyWiW 16 
miles to old Fort Mackinaw. 



GEORGIAN BAY AND THE CANADA SIDE OF LAKE 
HURON. 

From Fort Gratiot Lighthouse to Cape Ipperwash, Ontario, 
NE£E 25 miles ; and note that a reef sets off this point in a 
northwesterly direction 2 miles, with 6 to 8 feet water on it, 
rock. 

Sauble River is in the bight of the bay to the northward ot 
this reef. 

From Fort Gratiot Lighthouse to Goderich, Ontario, NEby 
N" 62 miles. 

From Fort Gratiot to Cove Island NbyE 163 miles. 

From Fort Gratiot to Pine Brook, Ontario, NbyEfE 76 
miles. 

From Fort Gratiot to Cape Hurd, Ontario, NbyE^E 155 
miles. 

From Fort Gratiot to Horse Shoe or Lucas Island N|-E 171 
miles. 

From Point aux Barques, U. S., to Goderich, Ontario, EbyS 
f-S 54 miles. 

From Thunder Bay Island Lighthouse, U. S., to the Chantry 
Islands, Ontario, ESE 95 miles. 

The Saugeen River is a little to the northward of these 
Islands, and has from 6 to 7 feet of water over the bar. The 
coast from this up to Cape Hurd is very rocky, and should not 
be approached without a pilot in less than 7 fathoms water. 

From Thunder Bay Island Lighthouse, IT. S., to Cape Hurd, 
Ontario, EbyN 78 miles. 

From Goderich, Ontario, to the Detour Lighthouse, IT. S., 
NWf N 141 miles, to abreast of Presqu'ile ; thence NWbyN" 47 
miles. 

FROM GODERICH, ONTARIO, TO MACKINAW. 

From Goderich to Presqu'ile NWfN 135 miles, to abreast 
of Presqu'ile, bearing west, 8 miles off; thence NWbyW£W 



49 

65i miles to Bois Blanc Island Lighthouse; thence W4 X 9£ 
miles, to Mackinaw Harbor. 

From Cove Island, Ontario, to the outer Duck Island WbyN" 
£NT 53 miles. 

From Outer Duck Island, Ontario, to the Detour Lighthouse, 
U. S., NWbyW^W 48 miles. 

From Sulphur Island (inside the islands) to Clapperton 
Island, Ontario, E*rS 60 miles. 

From Christian Island, south point, to Owen Sound, Ontario, 
WiS 29 miles. 

From Christian Island to Cabot's Head, Ontario, NWbyW 
56 miles. 

From Christian Island to Cape Smyth, Manitoulin Island, 
NW northerly 86 miles. 

From Collingwood to Tiny Mills ISTEfN" 14 miles. 

From Collingwood to Lighthouse on Christian Island NNEf 
N 18 miles. 

From Collingwood to Western Islands NbyW 38 miles. 

From Collingwood to French River entrance NNWiN 100 
miles. 

From Collingwood to Lonely Island NW5N 86 miles. 

From Collingwood to Cabot's head NW 65 miles. 

From Lonely Island, the route is past Cape Smyth (or 
around George Island to Shebawananing) to Badgely Island 24 
miles ; from Badgely Island run to the southward of Straw- 
berry Island, and up to Little Currant ; from Little Currant 
to Clapperton Island (passing either north or south of it) ; and 
from Clapperton Island to Sulphur Island W£N 60 miles; 
thence from Sulphur Island to Bruce Mines; thence through 
intricate channels to St. Mary's River. 

FROM MACKINAW TO COLLINGWOOD, ONTARIO. 

From Mackinaw to Bois Blanc Island Lighthouse Ef S 9£ 
miles ; thence ESE 5i miles, to abreast of the SE point of the 
same; thence EbySiS 135£ miles to Cove Island. Keep to the 
northward of Cove Island, pretty close to, in 23 feet of water ; 
and after passing the north point of the island where the light 
stands, haul up for Echo Island, and run along to the eastward, 
pretty close to the Bear's Rump, which is 7 or 8 miles from the 



50 

Lighthouse, leaving two shoals, the White Shingle Island and 
shoal, and Snake Island, to the northward. The first or outer 
shoal bears NNWfW from Cove Island and Lighthouse If to 2 
miles; and the second bears SbyE from White Shingle Island, 
with 13 feet of water on it. You will carry deep water until you 
are past Echo Island; leaving it to starboard, run for the Bear's 
Rump, which is the next island to the eastward, with deep 
water close to; leaving it and the Flower Pots to star- 
board also ; when past the Bear's Rump, haul up SEbyEf E for 
Cabot's Head, about 15 miles ; thence SE£S 60 miles for Col- 
lingwood. 

From Cabot's Head to Bear's Rump WbylST 15 miles, leaving 
the Rump to starboard, and the Flower Pots to port ; thence 
the same course to Cove Island Lighthouse 7 miles. 

TO RUN THROUGH THE CHANNEL TO THE SOUTHWARD OF COVE . 

ISLAND. 

After clearing the west point of the island, which is shoal, 
keep along the south side of the island pretty close to, leaving 
Cove Island and several small islands to the northward, and 
Middle Island on either side, steering due east 23 miles from 
Middle Island, or until Cabot's Head bears SWbyW 4 or 5 
miles distant ; thence SEiS 60 miles to Collingwood Harbor. 
This route runs you about 3-J- miles from Surprise Shoal and 5i 
from Cape Croaker. 

FROM CABOT'S HEAD TO PENETANGUISHENE. 

From Cabot's Head to the Giant's Tomb ESE 60 miles. In 
running on this route to Penetanguishene, you leave a group of 
small islands, called the Western Islands, about H to 2 miles 
to the northward, and Hope Island, close to, to the southward. 
When past Hope Island, haul up SE|E for the mainland, leav- 
ing the Giant's Tomb Island well to port to clear some rocks 
which lie off the SE end of the island ; follow the shore round 
until nearly abreast of Pine Point ; then haul over to port, 
keeping the islands best aboard until above the point ; then 
haul up to the SW and run into the bay. 

It is necessary to take a pilot on first going into Penetan- 
guishene Harbor. There is plenty of room after passing Pine 
Point. 



51 



FROM CABOT'S HEAD TO PENETANGUISHENE, THROUGH THE CHRIS- 
TIAN ISLAND CHANNEL. 

From Cabot's Head to Christian Islands ESE£S 54£ miles. 
In running through this channel, keep Hope Island to port, 
Chistian and Beckwith to starboard ; and when past Beckwith 
Island, haul up for the mainland about ESE 6 miles, and run 
into Penetanguishene as directed above from Hope Island. 

FROM COLLINGWOOD TO PENETANGUISHENE, LEAVING THE CHRIS- 
TIAN ISLANDS TO THE NORTHWARD. 

From Collingwood to Christian Island Lighthouse NNEf N 
18 miles ; thence run the main shore from point to point, at a 
distance of & to 1 mile, until abreast of the Giant's Tomb 
Island ; then run in as directed above. 

SE from the Lighthouse is a patch of rocks off the mainland 
about i a mile. The depth of water in this channel is from 17 
to 18 feet, until well past the Lighthouse. To make a harbor, 
haul up into the bay to the northward, and come to in 3 fath- 
oms water close in. 



THE DUCK ISLANDS, LAKE HUEON. 

The Duck Islands lie NbyEiE 43 miles from Thunder Bay 
Island Lighthouse, U. S., and WbyNfN 63 miles from Cove 
Island, Ontario. 

There is good holding ground between the Great Duck and 
Outer Duck Islands. The Outer Duck is to the eastward of 
the Great Duck, off the south end of it. To make a harbor, 
bring the passage open between the two islands, bearing 
NbyW^W, and haul up on that course, leaving the reef off 
each Island on each side, in 22 to 30 feet of water. There is 
15 feet of water on the end of the Great Duck Shoal, and 11 
on the Outer Duck. These two reefs run out about SSE, which 
makes a good lee. Run well up and past the south end of the 
Great Duck, and come to ; anchor in any part of the bay. 

There are two good passages between these islands ; one 
between the Great Duck and Middle Duck, and the other 
between the West Duck and Middle Duck. These passages 
can he plainly seen in clear weather. 



52 



TO RUN INTO GEORGIAN BAT BY FITZWILLIAM ISLAND CHANNEL. 

From the Duck Islands to the south point of Fitzwilliarn 
Island EbyS 60 miles. When abreast the point haul up NE 4 
miles, leaving Lucas Island and Yeo Island to starboard (and 
note that a small island, named James Island, with a reef run- 
ning SW from it, lays NE from Yeo Island); thence SEbyE 
26? miles to Cabot's Head, leaving Half Moon Island 3i miles 
to the northward. Nothing less than 30 to 40 feet through this 
channel. To run through to the southward of Lucas Island, 
leave Yeo Island and James Island NE of Lucas, to the north- 
ward, steering due east for 11 miles ; thence SEbyE for Cabot's 
Head. 

Cape Hurd Channel is very difficult, and cannot be run except 
with a good pilot. 

Tober Moray or Collin's Harbor is an excellent one, lying SE 
southerly from the east end of Cove Island, and is easy of access 
by daylight. 

Mississauga Passage is deep — from 30 to 204 feet water. To 
run through, open the passage and steer about N£W, keeping 
the east side best aboard. The west side, at the entrance, is 
rocky, and composed of magnetic reefs. To clear the rocks on 
the east side before entering the channel, keep the NE point of 
Cockburn Island open with the SW point of the Great Mani- 
toulin Island, and when through, haul up NWbyW 22 miles, 
for Sulphur Island. 

The False Detour Passage is deep, but not quite so straight 
as the Mississauga Channel. To run through, keep midway, in 
54 to 120 feet water. Rocky on both sides. After getting well 
into the channel, the course is about NNE ; when through, steer 
NW for Sulphur Island 14 miles. 



SAGINAW BAY AND THE HfGH LANDS OF SAUBLE. 

FROM POINT AUX BARQUES TO SAGINAW RIVER, SIXTY MILES, AS 

FOLLOWS : 

From Point aux Barques to Charity Islands NW^W 8 miles ; 
thence W£S 22 miles; thence SWbyS 33 miles, or until the 
Lighthouse at the entrance to Saginaw River bears S£W (mag- 



THOMPSON'S COAST PILOT. 53 

netic); you will then be in 12 to 14 feet water; run on this 
range until the first buoy is made close aboard on the larboard 
hand ; then haul up S|E (magnetic), keeping the buoys (black) 
on the larboard hand until all are passed, when you are in the 
river. Should the buoys not be visible, as is sometimes the 
case, being carried away or moved, then run for the Lighthouse, 
on the bearing S|W (magnetic), until Frazer's Dock (the first 
one on the starboard hand in the river, and plainly seen from 
the bar), bears SfE (magnetic); then haul up and run for the 
dock until the lead indicates you are over the bar and in the 
river. 

With the wind from the NE the water rises from 7 to 15 
inches, and from the south and SW the water lowers from 2 to 
8 inches from the common level. 

FROM SAGINAW RIVER TO THUNDER BAT ISLAND LIGHTHOUSE. 

From Frazer's Dock run out Nf W (magnetic), leaving all the 
black buoys on the starboard hand ; and when clear of the outer 
buoy No. 1, haul up KfE (magnetic) until the lead indicates 12 
to 14 feet water; then shape your course NEbyN" 55 miles, for 
Point Sauble, leaving the Charity Islands 4 miles to the east- 
ward, and Sandy Point 2i miles to the westward (the Charity 
Island Lighthouse bears from Tawas Bay Lighthouse S£E 12 
miles); thence 5 miles on the same course, to abreast of Sauble 
River; thence IST^E 43 miles, to Thunder Bay Island Light- 
house, bearing WSW 4 miles, and proceed up lake as directed 
before. , 

FROM POINT AUX BARQUES TO SAUBLE RIVER, AND ALONG SHORE TO 
THUNDER BAY. 

Sauble River. — This river is 150 miles long, suitable for nav- 
igation, and it is to be hoped, by the aid of government or the 
State, it will yet be opened to the lake trade. A good harbor 
of refuge could be made here by extending piers into the lake. 
The current in spring would make the channel, without dredg- 
ing, if the piers were run out far enough to overcome the 
ground swell. It would also be of great advantage to the 
growing county of Iosco. 

From Point aux Barques, with Lighthouse bearing WbyS 4 

8 



54 THOMPSON'S COAST PILOT. 

miles distant, steer ISTWfW 40 miles, to Sauble River. There 
is from 3i- to 4 feet water, over the bar, and it is the principal 
fishing station on this coast. In approaching the shore, in the 
neighborhood of Sauble River, the soundings are gradual; 
you will have 3£ fathoms water at a distance of 1-J miles from 
the beach, sand. To run along the shore to Thunder Bay, give 
all the points a berth of li miles ; and to touch at any of the 
different fishing stations, run until abreast of any of them, and 
haul in due west until you get 2f fathoms water, hard bottom. 

Nearly all- along this shore, from Sauble Point to Black 
River Island, you will find good holding ground in 7 to 10 
fathoms water. From Point aux Barques to Tawas Light- 
house WNW|W 47 miles, to anchorage. 

Harris' Mill and Fishing House is 18 miles north of Sauble 
River. From Harris' to Thunder Bay Island Lighthouse NbyE 
27 miles (town of Harrisviile). 

At Black River Island a harbor can be made with safety for 
small vessels, by running in due west close to the south end of 
the island. You will run over a bar of rock with 12 to 13 feet 
water, and come to, with the island bearing ENE, in 2-J- fath- 
oms water. 

Thunder Bay River, on the N"W side of the bay, is a fine lit- 
tle stream, with from 7 to 8 feet water over the bar ; has 7 
saw mills, and is a fishing station. The river is 180 feet wide 
inside. There are two docks at this river, one on each side, for 
wood and lumber. 

Devil River, on the SW side of the bay, has 3 to 4 feet water 
over the bar. There is a dock and mills at this place. Vessels 
load outside. 

Paxton's Bay, between Sugar Island and Thunder Bay 
Island, is a good harbor for steamboats, with 2% fathoms water. 
It is open to the south, but is protected by a reef running SE 
from Sugar Island, and a reef setting out west from Thunder 
Bay Island. Hardly any sea makes in with a south wind, and 
with other winds it is perfectly smooth. It is worth any one's 
time to go in and examine this harbor. The Lighthouse-keeper 
or any of the fishermen are pilots amongst these islands. Mr. 
Paxton has a large fishing house here, and good boat docks on 



55 

each side of the bay. The best anchorage for vessels outside is 
between Sugar Island and the mainland. 

Middle Island, 15 miles from Thunder Bay Island, has good 
shelter from NE gales. To make a harbor, stand in shore 
below the island and reef, and work up between it and the 
mainland, and come to under the SW point of the island, in 7 
to 9 fathoms water. There is a good channel between the 
island and mainland, which can be plainly seen in daylight, and 
vessels can come in for shelter from the North winds. 

The only obstruction in going round the south end of the 
island, is the shoal off the SE end of it, which can readily be 
discerned by the color of the water in calm weather, and the 
breakers in rough. 

False Presqu'ile is good shelter from NW to NE winds. 
Vessels generally come to in 2| to 3 fathoms water, near the 
entrance to the harbor. The bottom, further to the eastward, 
in 5 and 6 fathoms, is hard ; and also the whole coast along 
inside of Middle Island, to Thunder Bay, the water being very 
clear and the rocks white limestone. 

ALPENA HARBOR— TONNAGE DUES. 

In accordance with the by-laws of the Harbor Improvement 
Company of Alpena, tonnage dues have been levied on vessels 
visiting that port, the proceeds to be devoted to the improve- 
ment of the harbor. A circular says : 

The public will take notice that Alpena harbor is now open 
for vessels and steamboats, and that all vessels and steamboats 
using said harbor, drawing over four feet of water, will be 
required to pay the tolls or harbor dues prescribed by the 
by-laws of the Harbor Improvement Company, which rates are 
hereunto affixed, viz: 
All vessels and steamers lc per ton. 

On exported articles, as follows : 

Sawed lumber 10c per ton 

Timber, square or round 10c per 100 en. ft 

Lath 8c per M 

Shingles 8c per M 

Fence posts 10c per 100 

Telegraph poles 30c per 100 



56 Thompson's coast pilot. 

Wood and bolts 10c per cord 

Fish 1c per bbl 

Staves and heading. 10c per M 

All other articles 20c per ton 

IMPORTS. 

On merchandise 40c per ton 

Hay, pressed or bulk 25c per ton 

Stone, lime and brick 10c per ton 

Machinery 25c per ton 

Anchors, chains and boilers 25c per ton 

Cattle and horses 25c each 

Vessels or steamers using said harbor as port or shelter from 
storms or for shelter generally, shall not be compelled to pay 
any tolls on their cargoes, provided they do not break bulk. 
The harbor dues in schedule on hulls shall be paid by vessels 
and steamers using said harbor for the purpose of entering and 
discharging only portions of their cargoes, but they shall not be 
compelled to pay tolls on the portion of their cargoes not dis- 
charged or landed. 



THE STRAITS OF MACKINAW AND MICHILDIACKIIVAC. 

FROM DUNCAN DOCK OR SHEBOYGAN BAT TO POINT WAUGOSHANCE 
LIGHTHOUSE, THIRTY-FIVE MILES, AS FOLLOWS: 

From the dock north 1£ miles; thence NWbyWiW 16 miles, 
to abreast Old Mackinaw, about f of a mile from the land ; and 
note that this course is the range line from Sheboygan Light- 
house to St. Helena ; thence WjS 17^- miles, to Waugoshance 
Lighthouse, which may be approached to within i of a mile. 
This route passes i a mile north of the bold shore at McGul- 
pin's Point, where a Lighthouse is to be erected. 

FROM MACKINAW TO POINT WAUGOSHANCE LIGHTHOUSE, THIRTY- 
TWO MILES AND A HALF, AS FOLLOWS: 

From the middle of Mackinaw harbor WbySf S 4i miles, so 
as to shut in Rabbit's Back Peak, behind Point St. Ignace ; 
thence W£S 19 miles, to Waugoshance Lighthouse, making it 
ahead and leaving the height of Round Island dead astern. 
This route passes \ a mile south of the reefs off Point St. 
Ignace, sometimes called the Graham Shoals, the most southerly 



57 

one being well indicated by the following range lines, viz : a 
line from Grosse Point to St. Ignace, and a line from the NE 
side of St. Helena to Point la Barb. 

TO MAKE A HARBOR AT ST. HELENA. 

From Old Mackinaw NWbyWiW 6 miles, leaving Point la 
Barb at a distance of If miles to starboard, and the island to 
port; haul round the N"E point of the island, giving it a good 
berth, and come to in the bay to the northward of the dock, in 
from 5 to 9 fathoms water, soft bottom. A Lighthouse is to 
be erected on this island. 

TO LEAVE ST. HELENA NORTH ABOUT. 

Haul close round the ¥W end of St. Helena, and steer 
WbyS^S 3 miles, to clear a shoal which lies due west from the 
island. This shoal can be passed on either hand, and has from 
8 to 15 feet water on it. WSWiS takes you to Point Waugo- 
shance Lighthouse. 

FROM MACKINAW TO THE DETOUR PASSAGE, THIRTY-SIX MILES, AS 

FOLLOWS : 

From Mackinaw Harbor east 9i miles, to a point 2 miles 
north of Bois Blanc Lighthouse ; thence EbyN^N 26f miles, to 
a poirlt 1 mile east of Detour Lighthouse ; and note that this 
course leaves St. Martin's reef h a mile to the northward and 
11£ miles from Detour Lighthouse. 

FROM MACKINAW TO DUNCAN DOCK OR SHEBOYGAN BAY, SIXTEEN 
MILES AND A HAXF, AS FOLLOWS: 

From the middle of Mackinaw Harbor WbySfS 1 mile, to 
shut Bois Blanc Lighthouse in behind Round Island ; thence 
SEbySiS 6 miles, to clear the Zella Shoal which sets off the 
west side of Bois Blanc Island ; thence SEiS 9i miles to the 
dock at Duncan. 

SHEBOYGAN RIVER. 

This river is about 2 miles west of Duncan Dock, and is a 
fine little stream. Has two saw mills, and a great quantity of 
square timber is got out here. There is 6 feet of water over 
the bar. Vessels can go in and load to that mark, and finish 
outside. The bar is composed of slabs, sawdust and logs ; and 



58 Thompson's coast pilot. 

and a very little dredging and other improvements would make 
it a good place to load. 

FROM DUNCAN DOCK TO DETOUR LIGHTHOUSE, THIRTY-FOUR MILES, 
AS FOLLOWS: 

From the dock north li miles ; thence NEfE 32£ miles, to 
a point l.mile east of Detour Lighthouse. 

Carp River Mills, Carp River, 10 miles north of the NW end 
of Mackinaw Island. Vessels load to anchor in 2 fathoms 
water. A harbor can be made in the neighborhood of this 
river in any kind of weather ; Grosse Isle St. Martin, Isle St. 
Martin, and Point St. Martin, forming a good shelter from 
southerly and easterly winds. To make a harbor, run round 
Grosse Isle St. Martin, leaving it to the eastward, and come to» 
with the island bearing south, in from 4i to 6 fathoms water, 
mud bottom. To run up to Carp River Mills, after passing the 
Graham Shoals, and the range of Rabbit's Back Point with 
Point St. Ignace, \ a mile, haul up due north, leaving Grosse 
Point to port f of a mile, and Grosse Isle St. Martin li miles 
to starboard. You will carry 5 fathoms water until you are 1 
mile north of the island ; and as you approach the river, haul 
gradually to port until you are abreast of the first low point 
south of the river, and come to in 2 fathoms water, mu,d bot- 
tom. 

East Moran Bay has good holding ground in 3 fathoms water, 
sandy clay. 

West Moran Bay has good holding ground in 2J to 3 fathoms 
water, red clay. 



SAILING DIRECTIONS FOR LAKE HURON, ACCORDING TO 
THE LAST SURVEYS. 

To enter Saginaw Bay from the southward, run out of St. 
Clair River, NNE 2£ miles ; thence NbyW 60 miles, to abreast 
of Sandy Beach ; when follow the coast around at the distance 
of two miles, till Point aux Barques and the reef projecting 
from it is passed, and the mill at Port Austin bears due south. 
From thence to pass to the northward of Charity Islands, steer 



Thompson's coast pilot. 59 

"WiS 25 miles, giving the island a good berth of two miles, as 
there are rocky lumps extending that distance to the north- 
ward of the Lighthouse. Having passed the island, steer SW 
byS for the mouth of Saginaw River, 33 miles. 

FROM POINT AUX BARQUES, TO PASS TO THE SOUTHWARD OF THE 
CHARITY ISLANDS. 

When abreast of Port Austin (as above) steer WSW 22^ 
miles, till Oak Point bears east, and Sandy Point due south ; 
then haul up west for 4f miles, till the Lighthouse on Charity 
Island is in range with the west end of Little Charity Island ; 
thence SW^S for Saginaw River, 27£ miles. 

TO ENTER SAGINAW BAY FROM THE NORTH, 

Follow down the coast to Sauble Point, and note that there is 
a shoal extending f of a mile from the shore above Sauble River. 
When Sauble Point bears NW, distance 4 miles, steer SWbyS 
for the mouth of Saginaw River, distance 52 miles. 

TO MAKE THE DOCK AT FORESTV1LLE AND WHITE ROCK. 

Bring them to bear due west at a distance of 2 miles, and run 
in on that course. 

TO MAKE THE DOCK AT WILLOW RIVER, 

Bring it to bear due south at a distance of 2 miles, and run in 
on that course. 

TO ENTER PORT AUSTIN, 

Run the coast along from Point aux Barques at the distance of 
3 miles, till the mill chimney bears due south, when you can 
run for the dock on this course, keeping a lookout for a rocky 
spot to the ISTW off the end of the dock. 

TO ENTER WILD FOWL BAY. 

After crossing the Little Charity Flat from Pigeon Bay, as 
previously directed, steer due south till Sandy Point bears east. 
Then steer ESE into the Bay, when haul up for the land, not 
approaching nearer than a mile to the north shore, as a bank 
puts off that distance. Excellent holding ground and protec- 
tion from all winds is found in this secure harbor, in 12 to 14 
feet water. 



60 

TO MAKE THE MOUTH OF PINE RIVER. 

In weathering Point aux Gres, look out for the spit project- 
ing from Rifle River, which extends to a point SW from Point 
aux Gres, and distant 3 miles. After turning this spit, run west 
into 10 feet water, which will be found within a mile of the 
shore. 

TO ENTER WILD FOWL BAT FROM SAGINAW RIVER, 

Steer NE£E for Sandy Point, and when midway between 
Sandy Point and North Island, steer east into the bay. 

TO MAKE OTTER BAT, OR TAW AS, FROM THE SOUTH. 

After passing Charity Island Lighthouse and getting it to 
bear SE, steer up north for Tawas Bay. The anchorage is good 
in all parts of the upper bay, and generally around the shores, 
except about Charity Islands, where it is rocky. Good hold- 
ing ground is found under Sauble Point, and protection from 
all winds but SW and SE ; close under the land around Grav- 
ely Point there is good holding ground; and along the shores 
of this bay the water is deep close in on the north side. 

TO ENTER THUNDER BAT FROM THE SOUTH. 

When abreast of Point aux Barques Light, bearing due west 
and distant 5 miles, steer MW for 65 miles. And from Sagi- 
naw Bay, when Point Sauble bears NW distant 2 miles, steer 
NbyE for 40 miles ; run the shore along at a distance of 2 
miles, till the south point of Thunder Bay bears due west; 
thence to Thunder Bay River NW£N" 16£ miles. Anchorage 
outside the bar \ a mile from shore, in 16 feet water. 

TO MAKE DEVIL RIVER, 

From the same point, bearing west 5 miles, steer WIsTWiN 6£ 
miles, or till Scarecrow Island bears due south, \ mile distant; 
thence WbyN till abreast of Devil River houses ; when run 
square in and anchor in 12 to 17 feet water. 

TO MAKE A HARBOR BETWEEN THUNDER BAT ISLAND AND SUGAR 

ISLAND. 

From the point above mentioned, steer north 11 mile's; run 
in on this course midway between the two islands, and anchor 
in 14 feet water, abreast the houses (Paxton's) on the port side. 



61 

Note. — There is a good passage of 9 feet water, Dearly- 
straight out from the middle of the bay, NWbyN". (See note 
below.) 

TO ENTER THE HARBOR FROM THE EASTWARD. 

Keep round the island, giving the SE point a berth of I of a 
mile, till you get the opening between the two islands about N 
and S ; when run in as above directed, keeping a lookout for the 
shoals projecting from each side, which shoals protect the har- 
bor from southerly winds. 

Note. — This Bay was called McDonald's Bay, now Paxton's. 

TO MAKE THUNDER BAY RIVER FROM THE NORTHEAST. 

When off the SE point of Thunder Bay Island, as above, 
steer WSW for 4 miles, or till the north point of Thunder Bay 
bears due north; thence WNW 9 miles, for the River. 

A Lighthouse is to be erected at Thunder Bay River. 

TO MAKE DEVIL RIVER FROM THE EASTWARD. 

From the SE point of Thunder Bay Island, steer S Wby W£W 
13 miles, till the houses are seen distinctly, when run in and 
come to, as above directed. 



GENERAL REMARKS. 

The shores of Thunder Bay are generally good holding 
ground. Excellent holding ground under the north point, in 
3^ to 6 fathoms, and all along the north shore of the Bay. Good 
protection from all winds except SE. Good anchorage, clay 
and sand, is found to the north of Gull Island. 

ISTote. — McDonald's Bay, between Thunder Bay and Sugar 
Island, can be entered from the north as well as the south ; but 
it would not be safe for a stranger to try it from the north, as 
the channel is not quite straight. The holding ground to the 
SW and south of the islands is not good, being rocky, but 
under the north point it is good. 

There is a channel of 14 feet water between Sugar Island and 

the main shore. To pass through it from the south, bring 

north point to bear west ; distance f of a mile ; and run due north 

till G-ull Island is passed ; then haul up NNW for Middle 

Island. 



62 

Note. — Daring the prevalence of easterly gales from north to 
south the water in the Bay is raised, and in like manner 
depressed during westerly gales. 



DANGERS ON LAKE HURON. 

From Fort Gratiot to Point aux Barques Lighthouse, the 
coast as far as Blue Ledge can be approached within a quarter 
of a mile. Off Indian Creek and White Rock Point there are 
rocks and rocky spots within \ a mile of the shore, which char- 
acter continues to Elm Creek, at which place a bad spit extends 
in a 1STE direction lor f of a mile. There are several dangerous 
ledges running N and S about a mile from the shore, off Forest 
Bay ; from thence to Point aux Barques Lighthouse. Boulders 
and rocky spots are found within f of a mile of the shore, from 
the Light to Point aux Barques (proper). 

There are ledges and detached rocky spots, rendering the 
coast dangerous, within 1£ miles from the shore. There is a 4 
foot spot f of a mile east, and a 9 foot sj)ot \\ miles NNE of 
the Lighthouse. Orion Rock, with 6 feet water, lies \\ miles 
NW of Willow Creek wharf. Bad Ledge extends f of a mile 
from NW to NE from Burnt Cabin Point. Point aux Barques 
Reef (proper) extends 1STW If- miles. 

From Point aux Barques (proper) to Sauble Point Flat, off 
Port Austin wharf, i a mile to the NW. Shoal ground off Flat 
Rock Point, extends out i a mile, and continues out this dis- 
tance along the coast to Partridge River. Two shoals 2i miles 
from shore, off Partridge River ; good water inside of them. 
Spit from Hat Point extends 1 mile to the northward. There 
is a shoal spot 1J miles WNW from Little Oak Point. Foul 
ground around the Charity Islands, extending 1% miles to the 
northward, and li miles to the eastward of the Lighthouse. A 
flat extends for 1 mile to the westward of the Big Charity 
Island ; and there is a rocky spot li miles SE of Little Charity 
Island. A sand bank with 10 feet water, extends from Little 
Charity to the main land, and a sand spit puts out from Sand 
Point in a NW direction, for li miles, with 1 foot least water 



63 

on it. A flat of sand extends 4 miles from shore, near Quan- 
nakisse, and continues around the south shore ; being at Sagi- 
naw River and Ogahkahning River, 2 miles from shore. Sand 
spit 2 miles SE from Nayahquing Point ; also one extending 3 
miles east from Potato River ; and another 3i miles EbyS 
from Saginaw River. There is a flat in Pine River Bay extend- 
ing out three miles from shore ; and a rocky spit 2£- miles SE 
byS from the mouth of Rifle River ; a rocky spit 1 mile east 
of Point aux Gres ; and a two fathom spot f of a mile ESE from 
Gravely Point; a 7 foot shoal 1 mile SE of White Stone Point; 
a sand spit £ of a mile in a SW and westerly direction 
from Ottawa Point; a spit extends i a mile to southward of 
Sauble Point. 

Note. — These remarks take you clear round Saginaw Bay. 

FROM SAUBLE POINT TO BLACK RIVER ISLAND. 

A 10 foot spot 1 mile from shore, seven miles north of Sauble 
River. Spit off Sturgeon Point extending k a mile ENE. 
Rocky spots extending out \\ miles east, off Black River. 
Foul ground around Black River Island, extending ENE lor f 
of a mile, and from thence to main shore. 

THUNDER BAY. 

Foul ground around South Point and Islands. Shores shoal 
from thence to Devil River; 6 foot spot £ of a mile to north- 
ward of Sulphur Island ; 11 foot shoal \\ miles NE of Part- 
ridge Point. Flat in Bay west of White Fish Point; 12 foot 
spot 1 mile SE of North Point. Foul ground and rocky lumps 
between Sugar Island and main land. Spits extending SE of 
Sugar Island and i of a mile SE of Thunder Bay Island. 

FROM THUNDER BAY TO STRAITS OF MACKINAW. 

Shoal f of a mile SE of Middle Island. Flats h a mile 
from SW point, and i of a mile from NW point of Middle 
Island. A 10 foot spot 1 of a mile NW of first point below 
Presqu'ile Harbor ; a 10 foot spot f of a mile SE of Presqu'ile 
Lighthouse ; and a 5 foot spot 1 mile SE from Adam's Point. 

Note. — In running along shore from Presqu'ile, up or down, 
it is always better to keep the west shore pretty well aboard, 
say from 2 to 5 miles ; and should a log close in on you in the 



64 

neighborhood of the turning point towards Sheboygan, you 
have only to keep the lead going, and after running as near as 
possible your distance from Presqu'ile, which is 50 miles, you 
may safely haul up to the westward for Sheboygan Lighthouse ; 
after which, shape your course for Old Point Mackinaw, 
NWbyWiW 16 miles. 

See entrance to Straits of Mackinaw. 



FROM DETOUR TO FALSE DETOUR. 

A 10 foot spot 2i miles EbyS from Detour Lighthouse. 
Detached shoal 1 mile from shore, and 12£- miles east of Detour 
Lighthouse. Spit extending li miles from shore, 2-J- miles west 
of Harbor Island. Shoal spot i a mile SW from east point* 
of entrance to False Detour. 

CANADIAN SHORE FROM FALSE DETOUR TO ST. CLAIR* 

Magnetic reefs in Mississauga Passage. Reefs between this 
passage and Green Island, and those around the Duck Islands. 
Reef between Providence and Michael Bay, and off south point 
of Michael Bay. 11 foot spot in Cove Island Passage NW 
from Lighthouse, distance 2 miles. Spit extending i a mile 
west from Gat Point on Cove Island. Reefs extending out 3 
miles between Cove Island and Cape Hurd. From Cape Hurd 
to the Chantry Islands the coast is very rocky, and dangerous 
for strangers, within li miles from the shore. The same char- 
acter is given to the coast from the Chantry Islands to Point 
Clark. At Point Clark a reef extends from the shore, which, 
together with a detached shoal, requires that this point should 
have a berth of lh miles given it. From Point Clark to Goder- 
ich the coast is less dangerous, and may be approached safely 
within h a mile. The same is said of the coast from Goder- 
ich to Cape Ipperwash. At Cape Ipperwash a dangerous ledge 
extends to the northward for 1£ miles; and between Cape 
Ipperwash and Point Harris there are boulders and rocky spots 
within 1 mile of the shore. 

From Point Harris to the head of the St. Clair River the 
coast is bold and gradually shelving, and can be approached 
with I of a mile with safety. 



65 



HARBORS OF REFUGE. 

There is an excellent harbor, with protection from all winds, 
on Drummond Island, 14 miles east of Detour Lighthouse. The 
Detour, False Detour and Mississauga Passages are good har- 
bors. Excellent anchorage will be found in 16 fathoms, SE of 
Cove Island Lighthouse. Protection from westerly winds, and 
fair holding ground, are found midway between the Chantry 
Islands and the village called Southampton, on the main land. 
At Inverhuron, south of Point Douglas, is good holding ground 
and protection from all winds, as far round as NNW. Goder- 
ich Harbor is secure from all winds when inside, and the hold- 
ing ground off Goderich in 3 and 4 fathoms is excellent. The 
clay banks extending from Goderich to Sauble River makes 
good holding ground on this part of the coast. 

On the east side of Cape Ipperwash, in the bight of the hook, 
in 4 and 5 fathoms, is excellent holding ground, and protection 
from all winds except those between NW and NEbyN". From 
Point Harris to the head of St. Clair River, is generally good 
holding ground. 

TO ENTER GEORGIAN BAY, 

From Charity Island Light, bearing SE, distant 3 miles, steer 
NE 120 miles, till Cove Island Lighthouse bears east, distant 3 
miles ; when enter the passage on the bearing EbyN". 

FROM FORT GRATIOT LIGHTHOUSE TO GODERICH, AND OTHER POINTS 
ON THE CANADA SHORE. 

Steer NEbyN 62 miles, till Goderich Lighthouse and piers 
are made. 

From Goderich to Inverhuron, steer NfW 23 miles, till Point 
Clark Lighthouse bears east, distance 2 miles; then haul up 
]SnSTE 17 miles, till abreast of Inverhuron ; thence NEbylST 19 
miles, till Chantry Island Lighthouse bears SE, distance 2 miles ; 
thence to the entrance of Georgian Bay NbyWfW, 59 miles, 
till Cove Island Lighthouse bears east, giving Gat Point, on the 
east side of Cove Island, a berth of 1|- miles, and look out for 
the reefs extending over 3 miles from the Islands, between Cape 
Hurd and Cove Island. To enter Georgian Bay, run? in for 



Cove Island Lighthouse on the bearing EbyN, and give the 
Lighthouse point a berth of £ a mile. 

From Presqu'ile to Chantry Island Lighthouse NWbyW 115 
miles. From Cove Island to the entrance of the Straits of 
Michilimackinac or south channel, WbyN 120 miles. 

FROM SAGINAW TO GODERICH. 

Run out from Saginaw River and round the Charity Islands, 
on opposite courses given, from Point aux Barques, until the 
light at Point aux Barques bears due south; thence ESE 59 
miles, to Goderich. 

FROM GODERICH TO THE STRAITS OF MACKINAW AND ST. MARY'S 

RIVER. 

Steer NW|-N 140 miles, till Presqu'ile Lighthouse bears SW 
byW 5 miles off; from thence NWbyN to Detour, and NWby 
W^W for Bois Blanc Lighthouse ; thence to Mackinaw, as 
directed before. 

FROM COVE ISLAND TO STRAITS OF MICHILIMACKINAC AND ST. MART'S 

RIVER. 

From Cove Island Lighthouse, bearing EbyN 3 miles off, 
steer WbyN 122 miles, or till the east end of Bois Blanc Island 
bears NWf N and Sheboygan Light W^S ; thence steer west 
for Sheboygan Light until abreast of it, and run up the Strait, 
as before directed. 

To make Detour or St. Mary's River, steer WbyN, as above, 
57 miles, till the Great Duck Island bears due north ; then haul 
up NWbyW for the Detour Lighthouse, 56 miles, bring it to 
bear west and run in. 

FROM SOUTHAMPTON TO SAGINAW BAY. 

Steer WbySiS for 107 miles, till Charity Island Lighthouse 
bears SE, distant 3 miles; thence up the Bay as before directed. 

FROM SOUTHAMPTON TO STRAITS OF MICHILIMACKINAC. 

Steer NWbyW 113 miles, till Presqu'ile Lighthouse bears 
SWbyW, distant 5 miles; thence as before directed to the 
Straits. 

The above courses and bearings are true, and the distances 
in statute miles. 



67 



SAW MILLS AT THE DIFFERENT PORTS ON THE SHORE OF LAKE 
HURON, FROM ST. CLAIR RIVER TO THUNDER BAY. 

Burchville— Mill, Toledo firm. 

Lexington — Dock and saw mill, 5 miles back west. 

Port Sanilac— Mill, Thompson & Ofield. 

Forester— Mill, Smith, Kelley & Co. 

Richmondville — Mill, Luce & Mason. 

Forestville — Mill, J. Buel. 

White Rock— Mill, Thompson & Ofield. 

Sand Beach Bay — Jenks, Wood & Co., Stafford & Howard. 

Sand Beach Bay — Mills, Woods, Carrington & Co. 

Port Hope— Mill, Stafford & Hey wood. 

Huron City— Mill, Hubbard & Co. 

New River — Mill, J. S. Donehue. 

Port Austin— Mill, Ayres, Leonard & Weswell. 

Pinepog — Mill, Ayres & Leonard. 

Pigeon River — Mill, F. Crawford. 

Saginaw River has a number of saw mills at the different 
towns up river; also,. salt works. 

Pine River has a saw mill. 

Tawas Bay has two saw mills and a good dock. 

Sauble River, Fishermen's headquarters. Piers are being 
built out, which will make a good harbor. 

Harrisville — Mill and dock, Harris & Bros. 

Devil River — Mill and dock. 

Thunder Bay River— Mills, L. M. Mason & Co. 

Thunder Bay River — Lester & Co., Ofield, Campbell & Co. 

DISTANCES FROM FORT GRATIOT TO POINT AUX BARQUES ALONG 

SHORE. 

From Gratiot to Burchville 12 miles. 

Burchville to Lexington 6 " 

Lexington to Bark Shanty 12 " 

Bark Shanty to Cherry Creek 5 " 

Cherry Creek to Forestville 12 " 

Forestville to Sand Beach Bay 15 " 

Sand Beach Bay to Point aux Barques 15 " 

Point aux Barques to Huron 3 u 

Huron to New River 3 " 

New River to Port Austin 7 " 

Port Austin to Pinepog 8 



68 Thompson's coast pilbt. 

From Pinepog to Pigeon River 11 miles. 

" Pigeon River to Saginaw River 38 " 

" Saginaw River to Pine River 22 " 

* Pine River to Tawas Mills 26 " 



LIGHTHOUSES AND HARBORS 01* LAKE HURON. 

Fort Gratiot light, fixed, varied by flashes, visible 14 miles, at 
the mouth of St. Clair River. 

Point aux Barques light, fixed, white light, visible 16 miles, 
on the eastern side of the entrance to Sagiaaw Bay, and 71 
miles from St. Clair River. 

Ottawa Point or Tawas Bay light, fixed, white, varied by red 
flashes once in three minutes, visible 12 miles. To enter Tawas 
Bay for a harbor, bring the mill at Tawas City to bear WNWiK, 
and run on this course until the Lighthouse on Tawas Point 
bears EbyNiX, then haul up NE^-E, and run in on this bear- 
ing, and come to in 3|- fathoms water, with the Lighthouse 
bearing due east. In beating in, the only precaution necessary 
is to look out for the spit off Tawas Point. This can generally 
be plainly discerned by the color of the water. The anchorage 
is good all over the bay, being clay and sand, and is well shel- 
tered from all winds excepting south. These bearings are 
magnetic, and the variation of compass is 2°05' E. 

From Point aux Barques, with the Lighthouse bearing SW 
5i miles, the course to Tawas Harbor is WbyXiX. The docks 
at Tawas City have 8 and 10 feet water alongside at the outer 
end. 

In leaving Tawas Bay, bound to the northward, run out from 
the anchorage until the dock or mills bear WSW, and run out 
j\ E$E, until the coast to the northward is well open, or at the 
distance of 1-J- miles from it; thence NE£E 18 miles, to Point 
Sauble ; thence N£E 50 miles, to Thunfler Bay Island Light- 
house. In foggy or dark weather, coming from the northward, 
run the coast along in Z\ to 4 fathoms water, which will lead 
you into the bay. The spit and point sets off from the Light- 
house If miles, and at the extreme end drops off suddenly, 
from 4 to 9 and 23 feet water. From the Lighthouse to dock, 
3£ miles. 



Charity Island light, fixed, visible 12 miles— well kept— on 
Charity Island, at the mouth of Saginaw Bay. 

Saginaw Bay light, fixed, visible 10 miles, at the mouth of 
Saginaw River, Michigan. 

Port Austin, 14 miles from Point aux Barques, has two piers, 
with 11 feet water alongside the north one, and 9 feet on the 
south pier. To run in, bring the chimney of the saw mill to 
bear S£E, and run for the end of the north pier. In running 
for Port Austin from Point aux Barques, keep Point aux 
Barques light open till the chimney bears S£E. These piers are 
protected by a reef which makes off from the land in a north- 
westerly direction from the first point east of them. Vessels 
load alongside the north pier. 

Thunder Bay Island light, revolving, visible 14 miles. 
This is one of the best kept lights on the lakes, with Fog 
Bell, struck by machinery. 

A Lighthouse is to be erected at Sturgeon Point, Lake 
Huron, Alpena. 

Detour light, fixed, visible 14 miles, at the entrance of Ste. 
Marie River. 

A new Lighthouse is to be erected on the extreme north 
point of Presqu'ile Peninsula, the old Lighthouse to be taken 
down, and range light fixed for entering Presqu'ile Harbor. 

Bois Blanc light, fixed, visible 14 miles, on the north side of 
Bois Blanc Island, Ef-S 9£ miles from Mackinaw. From the 
SE end of the Island to the Lighthouse, the shore is very bold. 
A good harbor can be made from ISTE to SE and south winds, 
by hauling round the Lighthouse point and into the bay, with 
the point bearing N£E, in 6|- to 7 fathoms water, clay bottom. 
There is a patch of rock NE from the Lighthouse, with 17 feet 
water on it, f of a mile off. The point is bold, with 14 feet on 
the extreme end of it. 

A Lighthouse is to be erected at Mackinaw Island. 

Sheboygan light, fixed, varied by flashes, visible 11 miles, on 
the main land, opposite Bois Blanc Island, entrance to the Straits 
of Michilimackinac. 

A Lighthouse has been built on McGulpin's Point, and will 
be lighted early in spring. 
10 



70 

The middle ground bears from Sheboygan Lighthouse NEbyE 
3£ miles, with 15 feet water on it. 

Zella Shoal, 6 miles from the head of Round Island, sets off 
from Bois Blanc Island NWbyW£W, and has 10 feet on the 
extreme end, 18 in the centre, and 5 and 6 on the inner part, 
and is li miles long. The water through this strait is deep. 

Good holding ground between Point Sauble and Old Fort 
Mackinaw, pretty close in, from 7 to 8 fathoms, clay ; also on 
the island side, north of Duncan City. 

Wendel's dock, between Old Fort Mackinaw and McGulpin's 
Point, was washed away last fall. 

MACKINAW HARBOR. 

To come to the docks, run until they bear nearly east and 
west, or are ranged, and haul alongside. To come to an anchor, 
run in for the docks toward the centre one, until you drop into 
5 fathoms, and let go. The anchoring ground drops off quickly 
from 10 to 6 fathoms. The reef off the west point can be 
plainly seen in daylight, and does not extend over £ of a mile. 

A Lighthouse is to be erected on St. Helena Island. 



LIGHTHOUSES AND HARBORS ON THE CANADA SIDE OF 
LAKE HURON AND GEORGIAN BAY. 

Goderich (Ontario) light, fixed, visible 12 miles. This har- 
bor has two piers, with 10 to 12 feet water over the bar. The 
Lighthouse stands on the cliff or hill, and the two range lights 
on the north pier. 

To run in, range the lights and run up along the pier, and 
into the harbor. 

Point Clark light, revolving, visible 12 miles, stands on Point 
Clark or Pinebrook, about 22 miles north of Goderich. 

The reef off this point sets out about 3 miles, with 12 feet of 
water on the middle of it. 

Chantry Island light, fixed, visible 10 miles, stands on the 
NW end of the island, near the entrance to Saugeen River, 
which has 6 to 7 feet water over the bar, and is about 34 miles 
north of Point Clark. 



THOMPSON'S COAST PILOT. 71 

Cove Island light, fixed, visible 11 miles, on the north point 
of Cove Island, middle entrance to Georgian Bay. 

Griffith Island light, on Griffith Island, 15 miles from Cape 
Rich, and 7 miles from Cape Croaker. 

Christian Island light, on Christian Island, south end, and a 
leading mark for Penetanguishene from Collingwood. 

Nottawasaga Island light, fixed, visible 10 miles, on Nottawa- 
saga Island, 3 miles from the elevator at Collingwood, and is the 
leading mark for this harbor. 

TO ENTER COLLINGWOOD HARBOR-DAY OR NIGHT. 

Run within 1,000 feet of the Lighthouse on Nottawasaga 
Island, to the northward and eastward of it, in 3s- fathoms 
water ; thence for the red light on the east end of the break- 
water 2h miles. Run within 50 or 100 feet of the east end of 
the breakwater; thence due south, until the red light on the 
elevator opens up ; thence for the dock in range. Vessels 
drawing over 10 feet should not go south of this range. In 
going in, leave the red buoys to starboard and black to port. 

Fisherman's shoal bears from the east end of the breakwater 
NNE, distant 120 chains, with 14 to 17 feet water on it. 

Nottawasaga Island Lighthouse bears from the east end of 
the breakwater NWfN 2£ miles. 



SAULT SAINTE MARIE RIVER. 

FROM THE ENTRANCE OF STE. MARIE RIVER TO SAILORS' ENCAMP- 
MENT. 

From a point 1 mile east of Detour Lighthouse run N£E 2 
miles, to a point £ of a mile east of Frying Pan Island ; thence Nby 
W£ W, toward the west side of Pipe Island, until within £ of a mile 
of it (and observe there is a rocky reef 14 miles above Frying 
Pan Island, f of a mile below Pipe Island, and £ of a mile from the 
mainland on the west, and lying to the west of, and very near 
to the range line from west side of Frying Pan to west side of 
Pipe Island; a black spar buoy is kept on this reef of rock); 
thence NW£N, toward the opening between Lime Island and 
St. Joseph Island, for 2£ miles, to abreast of a spit putting out 



72 

from some small islands near the mainland to the SW ; thence 
NWbyW-J-W 3 miles to abreast of and to the west of the small 
island near the foot of Lime Island ; and note that whilst this 
small island is kept open from Lime Island, it is not safe to 
approach these islands nearer than from I to \ a mile, on account 
of a sandy shoal of 6 feet water at about 700 yards west of the 
small island, and \ of a mile SW of the lower end of Lime Island. 
Above this the shore of Lime Island is bold, and may be 
approached within less than \ of a mile in safety. Having passed 
Lime Island, get upon the north and south line, which will just 
clear the west side of it,, and run north, leaving Round Island 
to port, and pass about 2 miles beyond it and abreast of Grosse 
Point; then change your course NWfW for about 6| miles, 
through Mud Lake, to the mouth of the channel between 
Sailors' Encampment Island and St. Joseph's Island. These 
courses are true; distances statute miles. 

TO RUN TO CARTER'S MILLS. 

From Pipe Island NW|N 2| miles; thence WbyNJN" 4£ 
miles. Depth of water alongside of dock, 10 feet. You will 
have nothing less than 25 feet water until well up to the dock. 

Just north of Frying Pan Island there is a good dock, with 
wood and coal, and plenty of water alongside. 

When up to the turning point, to enter the channel to the 
Sailors' Encampment, observe that the dock at St. Joseph's 
Island should be just open with the bluff below it on the star- 
board side ; then steer over NbyE, keeping on the range until 
up to the dock. There is a middle ground opposite this dock 
with 10 feet water on it. You can pass it on either side. 

Richardson's Wood Dock is about 3 or 4 miles from Lime 
Island to the southward of St. Joseph's Island. 

After passing the Sailors' Encampment, keep the port side of 
the river well aboard until you enter Little Mud Lake; run 
across it N£W. The soundings over this lake are very regular, 
from 2£ to 3£ fathoms; and when up to the head, run out 
NEJE, or midway between Sugar Island and St. Joseph's 
Island, until you open a cut across Indian Point, on the west 
side, and just above the Rapids of East Neebish; keep it open 



Thompson's coast pilot. 73 

until the stations A and B, in the cut midway of the Rapids, 
and on the western shore, come in range; then steer for the 
station C, on the east or Canada side, until the NE point of 
Duck Island is fairly opened ; then keep the mid-channel 
through to Lake George. Vessels bound down should keep in 
the middle of the channel until they come in range wiih the 
two stations D and E, in a cut on the west shore, and at the 
lower end of the Rapids. Keep them in range until you come 
opposite stations A and B, and then keep in mid-channel as 
directed for vessels bound up. This channel (the west) lias 
been dredged to 16 feet, and is now safe for any vessel. 

RANGE LINE FOR RUNNING THE EAST CHANNEL OF THE NEEBISH. 

From the point opposite the Upper Granite Island to two 
high trees close together, and not far from a lone pine to the 
westward of them, and a little above the tripod of the range 
for the west channel on the Canada side; the starboard side of 
this channel is close along the island, opposite the rapids, Nby 
WiW. The rocks can be seen quite plainly in clear weather. 
It requires a strong breeze to carry a vessel through with 
safety. Should the wind leave you just above the rapids, you 
are in a tight place, as the bottom is all rock. Red and black 
buoys are placed in this channel. 

These directions will be of great service to any one unac- 
quainted with the river; but it is necessary to take a pilot for 
a few times until you are accustomed with the localities. 

FROM: THE HEAD OF THE RAPIDS TO SAULT STE. MARIE. 

From the head of the Rapids steer NNW, keeping the mid- 
dle of the river until up to North Rock Island ; thence Nby W 
for the entrance of the middle channel, which is staked out on 
both sides, red to starboard and black to port, with interme- 
diate stakes of triangles and bushes. This channel can be 
plainly seen in clear weather; and as you approach the new 
cut, which is also staked out, you bring the range stations on 
Sugar Island in line; run on the range till up to the last stake 
to starboard ; haul gradually round to the northward until 
Green Island bears WbyS, thence NNE for the mouth of the 
river; and observe, as you approach the mouth of the river, 



<£ THOMPSONS COAST PILOT. 

that there is a shoal which sets off from Church's Point, SbyE 
f of a mile, and generally has a stake on its extreme end : when 
past the stake haul up for the mouth of the river, which at this 
point is very narrow, being only i of a mile wide ; leaving Squir- 
rel Island to starboard, keep the port side of the river close 
aboard, until up to Church's Mill ; then haul over to the Can- 
ada side, steering about north, leaving the sunken rock, which is 
near the middle of the river, to starboard, and the flat point 
above the mill to port ; and to leave the sunken rock to port, 
follow the buoys, red to starboard, and black to port, keeping 
Squirrel Island pretty close aboard ; when well over on the 
Canada side, run that shore along pretty close to, until the 
church at Garden River bears north, and about the middle of 
the river ; thence W£S, till the marshy point beyond the Indian 
village bears north; thence NWfW, to a point due east from 
the most northern point of Sugar Island. This route runs you 
to the southward of the middle ground, off Little Lake George ; 
stakes are placed on the middle ground, red and black, as above ; 
the north channel is generally used, as it is the shortest and 
straightest channel. When the marshy point bears north, and 
pretty close to, steer WNW for the stake, and leave it close too 
to port ; after which, keep the middle of the river for about 3 
miles, or until the high lands on Sugar Island terminate, and the 
low marshy ground begins ; then keep the Canada shore aboard 
(about 500 feet off), until the course is getting almost west; 
then steer W-^S, leaving a number of sunken rocks to port, until 
up to Topsail Island, which generally has a red buoy on the 
shoal, setting off from it; buoys are placed off Topsail Island 
red, and a black buoy on the shoal opposite it. Should the 
buoy be gone, run up until the two small islands are in line, at 
the distance of 500 feet from it; then haul up WNW, to the 
canal at the Sault Ste. Marie Rapids. The current is strong from 
Little Lake George to the Sault Ste. Marie Rapids. 

STE. MARIE RIVER, ABOVE THE RAPIDS. 

After leaving the canal, at the distance of 300 yards, haul up 
the river, steering WbyS 2? mile?, or until the first prominent 
point, called Big Point, bears south ; thence SWby W, till Point 



75 

au Par bears NW; then SWfS, to a point about 500 feet off 
shore, and due south from the houses above Point au Par, and 
in the little bay, called Clark's Bay ; then haul up for the woody 
point below the Mission, at Waiska Bay, leaving Round Island 
and light to port, i a mile distant, until Point Iroquois Light- 
house bears NWbyW^W; haul up on this course till the Mis- 
sion House bears SW (the dock being gone); thence NW|N 25 
miles, to White Fish Point. 

Note. — After leaving the canal and nearly up to the first low 
point on the Canada side, and nearly opposite Oaks' Barn, 
U. S.,you will run over a bar of rock with 12 to 14 feet water on 
it; alter which the channel is clear until nearly up to Round 
Island Point, when you run over another bar, with 13 to 14 and 
18 feet water on it. The course from the low sandy point 
beyond Clark's Bay to the woody point below the Misston, is 
WSW. Opposite Point au Par a shoal makes off from the 
U. S. side, about two-thirds across the river, under which will be 
found good anchorage in 5i lathoms, soft bottom. 

From Round Island to Waiska Bay WSW \\ miles. This is 
a good harbor; has a wood dock and good holding ground in 
5£ fathoms. To go in, haul close round the point and into the 
bay, and come to in 5 fathoms water, soft bottom. The little 
island going into Waiska Bay, on the port side, is gone, and is 
just under water. 

FROM KOUND ISLAND TO POINT IKOQUOIS. 

Haul off from Round Island to the northward and westward, 
so as to bring the Lighthouse on Round Island in a line with 
Point Iroquois ; then steer for the point or Lighthouse, keeping 
on this range to clear the middle ground, which you leave to 
port. The middle ground is in a direct line from Round Island 
Lighthouse to the Mission Dock. To leave the middle ground 
on your starboard hand, steer from Round Island WSW 2£ 
miles ; thence run the shore along in 3 fathoms water, passing 
the dock at the Mission to port; and when abreast of Point 
Iroquois Lighthouse, haul up NW^N 25 miles, for White Fish 
Point, leaving Parrisien Island to starboard. 

tendle's Mills is in the bight of the bay, to the westward 8 
or 10 miles ; and to run to the same, haul round Point Iroquois 



76 

at the distance of li miles, giving the island a berth of the 
same distance; thence WSW 10 miles for the mills. Good 
water alongside, with wood and lumber. 

There is good holding ground under White Fish Point, in 
from 5 to 7 and 10 fathoms water. 

TO LEAVE WHITE FISH BAY— BOUND UP. 

Give the point a berth ot 1£ miles, and when round it, steer 
west 20 miles; thence WbyS 95 miles for Marquette. 

The coast from White Fish Point to Grand Island is bold, 
and can be run with safety at a distance of 2 miles. 

Grand Morais is about 45 to 50 miles from White Fish Point; 
has 5 to 6 feet water over the bar. The channel is 15 fathoms 
wide k at the entrance, and is a good harbor inside. 

Grand Sauble Point, 8 miles above it, is very remarkable, 
being 300 feet high, composed of sand, and looks level on the 
top. 

A Lighthouse has been erected on this point. 

There is a reef sets off this point about 1£ miles. 

The Pictured Rocks, 15 miles west, are also remarkable, 
being 200 feet high, and ot different shapes. From the Cave to 
Grand Island Channel, 10i miles. 



SAILING DIRECTIONS FOR GRAND ISLAND, ACCORDING 
TO THE LAST SURVEY. 

TO ENTER SOUTH BAY AND WILLIAMS' HARROR FROM THE EAST. 

To enter South Bay when abreast of Chapel Rock, and 1 
mile north of it, steer SW about 6 miles, to a point i of a mile 
west of Castle Point ; thence same course 4 miles to the Nar- 
rows, at Sand Point; and thence SWbyS^S '3£ miles to the 
head of South Bay, and come to in 6 fathoms water. 

TO MAKE WILLIAMS' LANDING. 

Steer SW as above, from the point ^ of a mile west of Castle 
Point, 4i miles ; thence W?N 2 miles, and anchor in 7 to 10 
fathoms water 400 feet from the shore. The bank is very 
bold on the east of the Point at Williams' Landing, and Ves- 
sels drawing 12 feet can approach within 100 feet of the shore. 



77 



TO ENTER THE BAY FROM THE WEST. 

To enter South Bay, passing to the north of Wood Island, 
from Marquette, steer E|-S about 32 miles to a point 1 mile 
north of Wood Island, leaving Point au Sauble 1 mile to the 
south ; thence SSE^E, heading clear of the SW point of Grand 
Island, to a point i a mile NE of the north point of Williams' 
Island, 3£ miles, or until the north point of Williams' Island 
ranges with the point of the main land to the SW; thence Sby 
E^E 3 miles, or until the two lower points of Grand Island are 
in range ; thence EbyS heading for Powell's Point, 1 mile, or 
until SW point of Grand Island and South Point of Williams' 
Island are in range, and thence NE^-N f of a. mile to Williams' 
Landing. 

A new town plat has been laid out on the opposite side of 
Williams' Bay, on the mainland, called Grand Island City and 
Powell's Point. 

TO ENTER SOUTH BAY, PASSING SOUTH OF WOOD ISLAND AND WIL- 
LIAMS' ISLAND. 

When abreast of Sauble Point, as above, steer EbySfS 14£ 
miles, passing midway between Wood Island and Williams' 
Island, to the point designated above, £ a mile NE of Williams' 
Island, and thence as above directed to Williams' Landing. 

TO LEAVE SOUTH BAY OR WILLIAMS' LANDING. 

^ Vessels going eastward will reverse the course given for 
vessels coming from the east, and those going west will 
reverse the courses given for vessels coming from the west. 
In South Bay the anchorage is good, and vessels can lie in 3 
fathoms water at any point £ of a mile from the shore. 

TO ENTER GRAND ISLAND HARBOR BY THE LIGHTHOUSE AND 

RANGES. 

A Lighthouse has been erected upon the low sand point pro- 
jecting from Grand Island into the east entrance to Grand 
Island Harbor. 

Vessels entering the harbor from the east, can steer straight 
for the Lighthouse, leaving it on the starboard hand, and pass 
within 200 yards of it. 
11 



78 Thompson's coast pilot. 

The Lighthouse is built of wood, and painted white, and 
from its tower a fourth order fixed white light will be exhib- 
ited at an elevation of 34 feet above the level of the lake. 

WESTERN ENTRANCE. 

Range lights have also been erected on the mainland, to 
guide vessels into this harbor through the west channel. The 
rear light is white — exhibited from the keeper's dwelling — the 
front light is red, and is exhibited from a small wooden tower. 
Both structures are painted white, the distance between them 
being 500 feet; steer on the range until the harbor is well open, 
then haul up for it. 

DANGERS TO BE AVOIDED. 

In passing through the Narrows at Sand Point, give the 
point a wide berth, and avoid the sand spit, which lies to the 
north and NW of it $ of a mile, on which there is but 5 feet 
water, and in passing round the SW point of Grand Island, 
beware of sand spits which extend nearly -J a mile from shore, 
and on which there are but 5 feet water also. 

There are numerous rocks and sand spits between the south 
point of Williams' Island and the main shore to the south of it, 
on which there are but 8 and 10 feet water, making it danger- 
ous for vessels drawing over 8 feet water, to attempt to pass 
between Williams' Island and the main shore. 

Note. — Ranges have been erected for the east and west 
channels of Grand Island. 

FROM MARQUETTE TO PORTAGE ENTRY, SIXTY-FIVE MILES, AS FOL- 
LOWS : INSIDE PASSAGE. 

Run out from the dock east-northerly until Granite Island is 
open with Presqu'ile Bluff (a Lighthouse has been erected on 
this island, and shows a fixed white light, varied by red 
flashes of the fourth order of lens, elevated 93 feet above 
the Lake level); then haul up for the bluff, passing it 
close to, and leaving two or three small rocky islands to star- 
board, which are nearly abreast of Presqu'ile Bluff; then shape 
your course for Granite Island NWbylST, leaving it 2 miles to 
the northward; when abreast the island, which is 12 miles from 



79 

Marquette, keep on the same course 12 miles farther ; thence 
NWbyW 17 miles, to abreast the Huron Islands; where a 
Lighthouse has been erected on the West Island; thence W£N 
10 miles, to Point Abbaye, leaving the Huron Islands to port ; 
thence W£S 14 miles, to Portage Entry. Run past the Light- 
house point and into the bay, and come to in 2^ fathoms water, 
with the houses at the entry bearing NNW. Ranges are to be 
placed for running into Portage Entry. 

Portage Bay is not a safe place in a heavy NE or E wind; 
but a good harbor can be made 10 or 12 miles up LeAuse Bay, 
on the east side, called Kocknawaugon. It is a perfect harbor, 
and safe from any winds, 

To go In. — Haul round the south point of the bay or harbor 
and run in, giving the point a good berth ; run well up to the 
bay, and come to in 3 to 5 fathoms water, soft bottom. 

The Missions are on each side of LeAuse Bay, 2 miles south 
of this harbor; the Methodist on the east, and the Catholic on 
the west. Bendrie's saw mill is 2 miles south of the Methodist 
Mission. Excellent fishing all over LeAnse Bay. 

FROM MARQUETTE TO PORTAGE ENTRY— OUTSIDE PASSAGE. 

Run out from the dock east-northerly until well clear of the 
Lighthouse point, and the rocks which lie off from it, about 1 
mile; then haul up NNE 5 or 6 miles, until Granite Island 
bears NW; thence NWiN" 9 miles, to abreast of the island, 
which leave to port close to ; thence NW to abreast the Huron 
Islands; and thence as above. On this route you leave the 
rocky islands off Presqu'ile to port. 

From Portage to Manitou Island Lighthouse NEiE 46 miles, 
leaving Traverse Island to port 8 miles from Portage Light- 
house. Good anchorage under Traverse Island, and also the 
next point north of it. 

Bete Grise Bay, 15 miles WbyS from Manitou Island, has 
good shelter from north to west winds, and also under Point 
Kewawena. 

Lake La Belle lies at the SW end of Bete Grise Bay, and is 
capable of being made into an excellent harbor, by a cut across 
a narrow neck of land. The copper mines of Eagle Harbor 



80 THOMPSON'S COAST TILOT. 

and the vicinity, are but a short distance from this lake, and the 
proprietors are making every effort to dredge a channel and 
build piers, which when completed, would be of incalculable 
advantage to them for shipping their copper, and also to the 
mariner as a sate harbor of refuge. This improvement is now 
going on and piers built. A Lighthouse is to be erected at 
the entrance of this harbor. 

A Lighthouse has been erected on the West Huron Island. 
Order of lens, three and a half, and will show, at an elevation 
of 197 feet above the lake level, a fixed white light. 

There is a good channel between Manitou Island and Point 
Kewawena. To run through, give the SE point a good berth, 
and haul up to the northward and westward, leaving Manitou 
Island to the eastward. 

■BOM MANITOr ISLAND TO COPPER HARBOR, WEST BY NORTH FOUR- 
TEEN MILES. 

To run into Copper Harbor, coming from the eastward, keep 
along shore until past the point where the Lighthouse stands, 
and the stakes are ranged; then haul up for them, keeping on 
the range until past the rocks which are above water, and plain 
to be seen in daylight; then haul up the bay, steering TViS, 
until past Potter's Island, and come to anchor or ran alongside 
the dock. The ranges are : a long pole or signal staff behind, 
and a low tripod in front of the dwelling at Fort Wilkins. The 
water is deep close round the Lighthouse point, and vessels can 
make a good harbor from easterly winds by hauling up into the 
bay to the eastward, closing in the light from a north line, and 
come to in 3 to 4 fathoms. The land is high ail round Point 
Kewawena. In coming from the eastward, a rocky hill, Mount 
Houghton, 800 feet high, and 12 miles SW of Point Kewa- 
wena, can be seen from 40 to 50 miles, and is a good leading 
mark. 

The harbor is formed by a number of small rocky islands, 
just above water, extending from Potter's Island towards the 
Lighthouse, nearly east and west. Deep water going in. 



81 



FROM COPPER HARBOR TO AGATE HARBOR, EIGHT AND ONE-HALF 

MILES. 

To enter the north harbor, bring the target or beacon on the 
main shore (about \ a mile east of the large warehouse) to bear 
SSE, and run on this course until the houses on the south shore 
of the south harbor come in range with Agate Point ; then 
haul up E£N to the anchorage in the middle of the harbor, in 
4 to 5 fathoms, mud bottom. 

To enter the south harbor, bring the target or beacon to bear 
SSE, and run for it until the small rocky island to the west of 
Agate Point is just opened with this point ; then haul up for 
the houses on the north side of the south harbor, and run for 
them until abreast of Agate Point; then steer for the wharf or 
dock, or come to in the middle of the harbor in 3i to 4 fathom* 
water, mud bottom. 

EAGLE HARBOR, FIVE AND ONE-HALF MILES WEST OF AGATE 

HARBOR. 

To enter the harbor by the east channel, bring the Lighthouse' 
to bear WSWiS, and run for it until the eastern point of the 
harbor bears due south, and is distant i of a mile ; then steer 
SWiS to a point about 160 feet east of the most eastern point 
of Senter's dock. 

To enter the harbor by the west channel, bring the cleft in 
the rock and signal target in rear in range, when the compass- 
should read SEbySf S, and run on this course and range until 
the bar at the mouth of the harbor is passed ; then haul up for 
the dock, or come to in 3i fathoms water, sandy bottom. 

The reef which lies outside the harbor is three-sixteenths of 
a mile north of the east point of the harbor at the eastern end,, 
and the same distance from the Lighthouse to the western end 
of it. The least water is 3 and 4 feet on the east end and north 
,from the point; the least water on the west end is 5 and 6 feet,. 
due north from the middle of the bar; and on the extreme- 
ends east and west, 16 and 18 feet. There is a patch with 12 
feet on it, north of the Lighthouse, and west of the middle 
ground or shoal. In running on the ranges to enter the har- 
bor, you will have from 11 to 16 feet water on the bar, and 18 
to 24*feet inside. 



82 

Old Range for Going In by the East Channel. — Range 
the southeastern end or angle of Senter's dock, and run for it, 
bearing SWfW, until the target opens in. the cleft in the rock; 
thence SWiS, until in 22 feet water. Vessels not drawing 
over 8 feet, can run in on this range clear up to the dock. 

FROM EAGLE HARBOR TO EAGLE RIVER, SOUTHWEST BY WEST ONE- 
HALF WEST SEVEN MILES. 

There is no harbor at Eagle River. To come to the dock, 
keep a long, low, lead-colored house, with a chimney on the 
north end of it, in a line with the second window of the hotel 
just behind the house, and run over the middle ground in 3 
fathoms water ; when over, you drop into 4 and 5 fathoms, 
and run for the dock. The dock or pier runs out NW. 
Or, bring the end of the dock to bear south at the dis- 
tance of 2 miles, and run for it. In approaching the dock, 
keep well to the westward, and go in at an angle of 40°, to 
clear the sand bank that has formed off the end of the pier. 
There was only 9 feet water at the pier in 1868, and you cannot 
go to the eastward of the pier at all. In running in at night, 
bring the Lighthouse to bear SbyE^E, and run for it till over 
the bar and near the dock ; then go in as above. On this range 
you run over the western spit in three fathoms water, and a lit- 
tle over £ a mile from the end of the pier. In going out, bound 
to the westward, run the shore along for 2 miles, and shape 
your course for Ontonagon River S WbyW^W 13 miles ; thence 
SWiS 45 miles. 

FROM ONTONAGON TO LA POINT. 

From Ontonagon, piers run out 2 or 3 miles JS T NW, and haul 
up W^S 21 miles, to clear the land under the Porcupine Moun- 
tains and Lone Rock; thence WbySiS 45 miles, to La Point 
Lighthouse. 

This Lighthouse was built in 1858, and the Light on Passage 
Island discontinued. It stands on a low sandy point, called 
Chagwaumegon, at the entrance to La Point. 

As you approach the Lighthouse you leave Madeline and the 
Apostle Islands to starboard, and haul up for the sandy point, 
keeping it well aboard until past the Lighthouse ; thence haul 



Thompson's coast pilot, 83 

up NW northerly for the town of Bayfield, which has a good 
dock and a saw mill. 

La Point and the Mission is on the east side of the Bay ; has 
a dock and good holding ground in from 3 to 5 fathoms, mud 
bottom. 

Off the SW point of Madeline Island a reef sets off \ to £ of 
a mile in a southerly direction, and opposite the Lighthouse. 

TO RUN THROUGH THE ISLAND PASSAGE TO FOND DU LA.C. 

From the dock or Bayfield run the main land along, leaving 
Sugar Island, Cap Island, Oak Island and Raspberry Islands to 
starboard ; keep mid-channel, and when abreast of Cap Island 
haul off to the NW, leaving York or Sand Islands and Little 
Fishing Island to port; run out NW 6 or 7 miles from York 
Island, and 3|- miles from Little Fishing Island; thence SWby 
WfW 57 miles, to Minnesota Point Lighthouse, at the entrance 
to Fond du Lac Bay or Superior City. 

TO RUN INTO FOND DU LAC BAY TO SUPERIOR CITY. 

Run for the Lighthouse until you bring the two targets on 
the south bank in range; run on this range until well up to the 
beach, in 12 feet water, or until the Lighthouse point (sandy) is 
in a line with a small, low point opposite to it and inside the 
Bay; then haul up and round the Lighthouse point, pretty close 
to, leaving two black stakes to port off the low point ; run up 
the bay about li miles, keeping the starboard shore pretty 
well aboard until you come to the turning stake ; follow them 
round, leaving them to port, and come to the dock at Superior 
City, or to an anchor in the bay in 14 feet water. The channel 
is well staked out, thus : three stakes going in on the port side, 
with range ahead; one stake off the Lighthouse point to star- 
board ; the rest as described above. 

The Apostle Islands are a group lying off the mainland at 
La Point. The water is deep through these islands, and the 
shoals are plain to be seen in clear weather. The land is of a 
good quality, with plenty of timber of all kinds. 

A Lighthouse was built on Passage Island, but discontinued 
in 1858. It will be re-lighted this season. To run through 
this passage from Ontonagon, steer W£S 51 miles, to Passage 



S4 

Island Lighthouse ; thence WbyN^N 10 miles, to Oak Island 
Dock, to starboard, leaving Cap Island close to, to port, and 
run out NTT, leaving Raspberry Island to starboard, and York 
Island to port ; then steer as directed for Fond du Lac. 

From Passage Island to Chagwaumegon Point Lighthouse. 
SWbyS 17 miles, until the Lighthouse is open with the SW 
point of Madeline Island; then haul up for it, and run in as 
directed for Bayfield. 

FROM PASSAGE ISLAND LIGHTHOUSE TO ROCK HARBOR. ISLE ROTALE. 

Run out from the Lighthouse EbyS 2 miles, and haul up NE 
^E 118 miles, to Isle Royale, passing Siskowit Bay close to ; 
bring the Lighthouse at Rock Harbor to bear XW^W.and run 
for it until well up to the group of islands at the entrance to the 
harbor; run through, leaving the first small patch of islands to 
port which lie XE from the Lighthouse, and haul up into the 
bay to the SW, and come to in 12 to 16 fathoms water, mud 
bottom, closing in the Lighthouse. There is a good channel on 
the SW side of this first group of islands next to the Lighthouse 
point, but is not so straight as the first one mentioned. The 
group is called Middle Islands, and can be passed on either 
side. 

From Rock Harbor to White Fish Point SEbyE^E 188 
miles. 



COURSES AXD DISTANCES OX LAKE SUPERIOR. 

From White Fish Point to Manitou Island WXW 24 miles ; 
thence WbyN#-N 100 miles, to Manitou Island Lighthouse. 
SW J- of a mile from the Lighthouse you will find 15 fathoms 
water, mud bottom. 

From White Fish Point to the Carabon Island XW 55 miles. 

From Carabon Island to Small Lake Harbor, Out., XW^X 
117 miles. Good holding ground under Carabon Island in 5 to 
6 fathoms, clay and sand. 

From White Fish Point to the east side of Michipicotton 
Island XWbyXiX 75 miles; to the Copper Mines on the south 
side of the island NWfN 73 miles. 



85 

From White Fish Point to Michipicotton River, NbyW 60 
miles, to Cape Gargantua; thence NbyE 20 miles ; thence ENE 
7 miles, to the river. This river is navigable for boats 15 miles, 
to the falls. 

From White Fish Point to Montreal River, Out., NbyE^E 
35 miles. This river is 20 fathoms wide, with 5 to 6 feet water 
over the bar. 

From White Fish Point to Cape Thunder, Ont., NWbyW 
iW 189 miles, to Blake's Point ; thence WbyNiN 24 miles, to 
Cape Thunder. 

From Michipicotton to the Manitou Island Lighthouse WSW 
105 miles (from the north side). 

From Manitou Island to Stanard's Rock SE£S 20 miles; 
thence same course to Grand Island, 51 miles. 

A day beacon will be erected on Stanard's Rock, built of 
stone, with a wrought-iron shaft in the center, surmounted by 
an iron cage. 

From Point Kewawena to Granite Island SbyE^E 50 miles. 

From Fond du Lac or Minnesota Lighthouse to Isle Royale 
NEbyE^E 145 miles. 

From Eagle Harbor to the outer island of the Apostles WbyS 
£S, and to clear all the islands WbyS, 107 miles. 

From Ontonagon to Grand Portage or Pigeon River NbyW 
iW 72 miles. 

From Eagle Harbor to Rock Harbor NNWiW 40 miles. 

From White Fish Point to Point Iroquois Lighthouse SE 25 
miles. Note the difference in return course. 



LIGHTHOUSES 01V LIKE SUPERIOR. 

Round Island light, fixed, varied by red flashes, visible 12 
miles, near the entrance to Sault Ste. Marie River, and 4£ miles 
from Waiska bay. (Re-lighted.) 

Point Iroquois light, fixed, visible 10 miles, on Point Iroquois, 
25 miles from White Fish Point. 

White Fish Point light, fixed, visible 13 miles, on White Fish 
Point. Good anchorage under the point in 7 to 9 fathoms. 
12 



86 

Grand Island light, fixed, varied by flashes, visible 18 miles, 
on the north point of Grand Island. This Lighthouse is the 
highest on the lakes, being 236 feet above the level of the lake. 

The highest part of the island is 300 feet above the level. 

Marquette light, fixed, visible 10 miles, on the north point of 
Marquette Harbor. There are several small patches of rock 
close off the point, just awash, and due east of the point. SE 
from the Lighthouse, in 6^- to 7 fathoms water, you will find 
soft bottom. Good anchorage in the bay in 3i fathoms. 

Granite Island. A Lighthouse has been built on this island, 
also one on the West Huron Island. 

Portage Entry light, fixed, varied by flashes, visible 13 miles, 
on Portage Point, near the mouth of Portage River or Entry, 
western shore of Kewawena Bay. Good holding ground under 
the point in 2i to 3i fathoms. This harbor is under improve- 
ment, and will be one of the best on the south shore. The cut 
is through the sandy point into the river. The pier is on the 
east side of the cut, with nothing less than 12 feet water ; and 
the other improvements are up the river, by cutting across flat 
points to straighten the channel. After getting into Portage 
Lake, the course is "NTby W£W, to the turning point below the 
city; keep the middle of the river after hauling round the 
point, and run up to the docks. 

A Lighthouse is to be built at the entrance to Lac la Belle, 
and a Lighthouse has been erected on Gull Island, west of Man- 
itou Island. 

Manitou Island light, revolving, visible 14 miles, on Manitou 
Island, 4 miles from Point Kewawena. 

Copper Harbor light, fixed, visible 10 miles, at the east end 
of Copper Harbor. 

Rock Harbor light, fixed, visible 14 miles, on the NE end of 
Isle Royale, on west side of entrance to the harbor, 12 miles 
from the eastern extremity of the island. There is a passage 
inside from the bay to the east end of the island, formed by a 
number of small islands, the whole way to Blake's Point, 12 
miles, with three or four passages through into the lake. First- 
rate holding ground in the bay, SW of the Lighthouse, in 10 to 
15 fathoms water, mud bottom. (Light discontinued.) 



THOMPSON S COAST PILOT. 



87 



Eagle Harbor light, fixed, varied by flashes, visible 12 miles, 
at the west side of Eagle Harbor. 

Eagle River light, fixed, visible 11 miles, 7 miles from Eagle 
Harbor, on the south shore of Lake Superior. 

Ontonagon light, fixed, visible 11 miles, at the mouth of 
Ontonagon River, west side, on the beach. 

The piers at Ontonagon are under repair, and it is hoped that 
steamers will be again able to enter the river, after the spring 
freshets. 

La Point light, fixed, visible 14 miles, on Point Chagwaume - 
gon, opposite the SW end of Madeline Island. 

Minnesota Point light, fixed, visible 12 miles, at the head of 
Lake Superior and mouth of St. Louis River, on the low sandy 
point. 

From Minnesota Point Lighthouse to Buchanan River NE£N 
25 miles. Buchanan has a pier with 12 feet water alongside ; 
not safe in bad weather. 

Raspberry Island light on Raspberry Island, visible 12 miles. 



VARIATION OF THE COMPASS ON LAKE SUPERIOR. 



Sault Ste. Marie River 3 00 E. 

Two Heart River 6 22 E. 

Presqu'iie 3 50 E. 

LeAnse Bay 7 20 E. 

Point Abbaye 7 00 E. 

Eagle Harbor 2 39 E. 

Eagle River 7 54 E. 

Lone Rock 9 15 E. 

SW Point Isle Roy ale 9 15 E. 

Small River 11 00 E. 

Otter Head, Ontario 5 30 E. 

Otter Cove, Ontario 5 07 E. 

Fort William, Ontario 11 43 E. 

Cape Gargantua, Ontario, 4 05 E. 



White Fish Point 4 50 E. 

Train Point 7 21 E. 

Huron Islands 7 00 E. 

Iron River 9 52 E. 

Kewawena Point 7 00 E. 

Agate Harbor 5 20 E. 

Misery Bay 8 30 E. 

Passage Island, L. H 10 15 E. 

Montreal River 9 53 E. 

St. Louis River entrance. . 11 20 E. 

State Island, Ontario 7 42 E. 

Small Lake Harbor, Ont. 4 50 £E. 

Pie River, Ontario 8 22 E. 

Isle St. Ignace, Ontario. . . 7 00 E. 



It will be observed by the above table that the compass is 
materially affected in short distances; it is therefore necessary 
to be on the lookout, in dark or foggy weather, in running 
close along shore. 



88 THOMPSONS COAST PILOT. 



ST. CLAIR RIVER. 

After clearing the flats and into the river, keep the center, 
and at the turns run from point to point. The channel of the 
river is plain to be seen in daylight all the way up, except the 
middle ground off Port Huron. 

Algonac is the first town on the American side, and opposite 
to Hurson's Island, and nearly opposite where the south channel 
enters the main river. Snicarte River, a little above Algonac, 
on the Canada side, runs into Bear Creek. From Algonac you 
can keep either side of the river aboard to Lake Huron. 

The island called Oak Island, just below Newport, which is 
7 miles from Algonac, has a good channel between it and the 
Canada shore, with wood docks. A shoal sets down from the 
island, but is plain to be seen. 

From Newport to St, Clair 7 or 8 miles. Off St. Clair City 
there is a middle ground, with 4 to 5 feet water on the center 
of it, and directly opposite Sutherland's dock, but nearer to St. 
Clair side than the Canada. Good channel on both sides. 

After passing St. Clair and the point above it, you make Elk 
Island. A shoal or flat sets down from the island in a line with 
the Canada side 1£ to 2 miles, and leaves a good channel on 
both sides. In running up keep one side or the other aboard 
until well up towards Port Huron, as there is a middle ground 
off Black River. 

To run the American channel, keep all the docks close aboard 
until up to the ferry, when you are into the rapids. 

To run the rapids, keep just inside the eddy and run out into 
Lake Huron, keeping the starboard shore aboard until up to 
the Lighthouse. 

To run up on the Canada side, run up to abreast the docks at 
Sarnia; then shape your course for the outer point of low land 
on the starboard hand, and keep just in the eddy and run out 
as above. 

There is deep water the whole length of the river, from 5 to 
7 fathoms, with good holding ground, except in the rapids 
above Port Huron. 



Thompson's coast jpilot. 89 

COURSES AND DISTANCES ON LAKE ST. CLAIR. 

Rim out from the head of Detroit River into Lake St. Clair 
ENE 3 miles; thence NNE 18 miles, to Point Huron Stake, 
which leave to port; thence NbyE 5 miles, with New Balti- 
more right ahead, to the turning stake (red) to starboard ; 
thence to the stakes on the flats ; range the first four stakes and 
run up, leaving all the red stakes to starboard and black 
to port (if there are any), until in St. Clair River, north 
channel. (No stakes in this channel since 1860.) 

Clinton River Lighthouse bears from the stakes at the 
entrance of the flats SWbyWiW, and is the leading mark from 
the stakes bound down. 

SAILING- DIRECTIONS FOR LAKE ST. CLAIR-TO ENTER ST. CLAIR 
RIVER BY THE SOUTH PASS OR CHANNEL. 

To enter St. Clair River by the South Pass or channel, run 
out of Detroit River ENE until the two first points north of 
the Lighthouse are open ; thence NE-g-N 20 miles, till you make 
the South Pass Lighthouse, when in 15 feet water, bring the 
Lighthouse and beacon light in range, steer up on this range, 
passing black buoys to port, and red buoys to starboard, till up 
to beacon light; thence haul off to the SE and leave red buoys 
to starboard and black to port, until into the river. There are 
range lights kept on the starboard hand, opposite the turning 
point into the river, and are thus : red and white for each bend 
or reach, first from the beacon light to abreast the point, and 
then up the river, and vice versa. The lights stand in an angular 
direction, the middle one being red, which form the two ranges. 
After clearing the flats and into the river, keep the port side 
best aboard until up to the head of Hurson's Island ; then keep 
in mid-channel until the two log houses on the Canada shore 
are in range ; thence across the river to Algonac, to clear the 
shoal which makes up river from the head of the island. 

The new cut or channel over the St. Clair Flats runs in a line 
with the first reach of St. Clair River S40°W. Two Light- 
houses will be erected on the port side of the cut, to mark the 
channel. This improvement will be of incalculable benefit to 
the sailing community, also to merchants and owners of vessels. 



90 Thompson's coast pilot. 

From Windmill Point Lighthouse to the River Thames 
Lighthouse, Ontario, EbyS 25 miles. 

Course to the middle channel, NE 17 miles. 

All the lights on this lake are fixed, and visible about 9 to 10 
miles. 

The depth of water on Lake St. Clair is from 2| to 5 and 7 
fathoms, sand and mud. 

There is a good channel between Peach Island and the main- 
land, Ontario. 

Note — In all channels where government buoys are laid 
down, they are thus : red buoys with even numbers must be 
left to starboard ; black buoys with odd numbers to port ; 
buoys with black and white perpendicular stripes, in mid-chan- 
nel, may be left on either side close to; red to starboard always 
in going in. 



COURSES AND DISTANCES CIV LAKE ERIE. 

ti&W All Courses marked thus [*] are magnetic. Courses. Miles. 

From Buffalo to Point Pelee Island * WbySfS 200 

Buffalo to Marble Head *SWbyW£W 218 

Buffalo to Cleveland *SWbyWiW 141 ^ 

till Fairport Pier Light bears south 3 miles, > 172 

thence *SWfW 31 ) 

Buffalo to Dunkirk S W^S 35 

Dunkirk to Point Pelee *Wby S£S 166 

Erie to Point Pelee * WbyS 130 

Erie to Grand River or Fairport S Wby Wl W 60 

Erie to Black River SWbyWfW 129 

Erie to Peninsular of Sandusky WbyS^S 144 

Erie to Middle Island WbySjS 140 

Erie to Long Point, Ont X£W 28 

Buffalo to Grand River or Fairport SWby W^W 141 

Buffalo to Black River SWbyW| W 207 

Buffalo to Middle Island WSW 213 

Buffalo to Long Point, Ont WbySfS 64 

Cleveland to Sandusky W*N 14 

thence WIS 37i 

Cleveland to Middle Island WbyN 52 

Cleveland to Point Pelee Island Lighthouse, Ont WNW 55 

Cleveland to Rondeau Harbor, Ont Nby TT 54 

Cleveland to Point Talbot, Ont NbyE 79 

Cleveland to Port Stanley, Ont XbyEfE S6 

Cleveland to Port Burwell, Ont NEbyN*N 92 



Thompson's coast pilot. 91 

Courses. Miles. 

Cleveland to Long Point, Ont NE^E 110 

Fairport to Long Point, Ont NE easterly 82 

Ashtabula to Long Point, Ont NEfN 57 

Conneaut to Long Point, Ont NNEf E 46 

Fairport to the Wei land Canal NE£E easterly 128 

Erie to the Welland Canal NE£N 65 

Long Point, Ont., to Grand River, Ont NE£E 32£ 

Long Point, Ont., to Welland Canal NEby E^E 46£ 



SAILING DIRECTIONS FOR THE HEAD OF LAKE ERIE. 

(The Courses and Bearings are Magnetic.) 
FROM DETROIT RIVER TO POINT PELEE. 

From Bois Blanc Lighthouse Sf-W 4 miles ; thence EbyS^S 
34£ miles, to Point Pelee, running i a mile south of Little's 
Point, and 3 miles north of a shoal with 8 feet water on it, 
bearing from Little's Point SEbyS^S 4 miles, and from the 
Middle Sister NE 8 miles. This shoal can easily be avoided by- 
keeping well over towards Little's Point, and it is always bet- 
ter to run close along from Little's Point to the river, except 
in a heavy west wind. (See directions for Detroit River.) Also 
leaving the middle ground between Point Pelee Island and the 
point 2 miles to the southward. The middle ground has 12 
feet least water. It bears from Point Pelee Island Lighthouse 
EbyNfN, and from the extreme end of Point Pelee Shoal 
WSWiS. 

DETROIT RIVER TO CLEVELAND. 

From Bois Blanc Lighthouse S|-W 3J miles; thence SEby 
EfE 83 miles to Cleveland, running li miles NE of Point 
Pelee Island Lighthouse, and just clear of the south end of 
the middle ground. 

DETROIT RIVER TO SxlNDUSKY. 

From Bois Blanc Lighthouse Sf-W 2£ miles, crossing the 
range of Little's Point and Bar Point ; thence SSE£E 33 miles, 
running £ of a mile east of Middle Sister Island and I of a 
mile east of Strontian Island, to a point I of a mile south of 
South Bass Island ; thence SEfE 9 miles to abreast of Marble 



92 

Head Lighthouse ; thence SSE 3 miles, to entrance to Sandusky- 
Bay. 

In case of heavy weather from the westward, run from Bois 
Blanc Lighthouse Sby W 3* miles ; thence SEiS 37£ miles, pass- 
ing within I of a mile SE of the East Sister Island, and i of a 
mile of the NE point of Kelly's Island ; thence S^W 8£ miles, 
to entrance to Sandusky Bay, leaving Middle Island li miles 
to the NE, and G-ull Island and Shoal f of a mile to the NE. 

Good anchorage under the island in 4 fathoms water, with 
the dock bearing north. 

Variation of compass at Kelly's Island, 2° 13' E. 

There are two patches of rock NE from the NE end of Kel- 
ly's Island, with 6 and 10 feet water on them. The first is 1 
mile from the point, and the second, If miles. 25 to 30 feet 
water all round them. 

DETROIT RIVER TO MAL'MEE BAY. 

From Bois Blanc Lighthouse S£W 5 miles ; thence SWbyS 
(on Turtle Island Lighthouse) 21 miles ; thence SWiS 1£- 
miles, to the west channel. 

DETROIT RIVER TO MONROE. 

From Bois Blanc Lighthouse SfW-5? miles; thence SWbyS 
(on Turtle Island Lighthouse) 3 miles; thence SW^-W 10 miles, 
to Monroe Piers, passing within i of a mile of Stony Point. 

MONROE TO POINT PELEE. 

East 42£ miles, passing 2 miles north of Middle Sister, li 
miles from the shoal N-j-E of North Harbor Island, and § of a 
mile north of the middle ground between Point Pelee Island 
and Point Pelee. 

Variation of compass, 2° 18' E. 

MONROE TO CLEVELAND— MIDDLE PASSAGE. 

ESEiE 36£ miles, passing \ a mile north of North Bass 
Island, and between Middle Island and Point Pelee Island ; and 
note that Middle Island can be passed in 6 to 7 fathoms water 
within \ a mile on either side ; thence EbyS 53 miles to 
Cleveland. 



93 



MONROE TO SANDUSKY BAT. 

SEbyE 40 miles, to abreast of Marble Head Lighthouse ; 
thence SSE 3 miles, to entrance to Sandusky Bay. 

MAUMEE BAY TO SANDUSKY BAY. 

From west channel INTERN 1-J- miles ; thence Ef-S 14 miles to 
i mile south of West Sister Lighthouse ; thence SEbyEiE 24£ 
miles, to abreast of Marble Head ; thence SSE 3 miles to 
entrance to Sandusky Bay. 

MAUMEE BAY TO POINT PELEE, ONT. 

From west channel NEiN U miles; thence ENE^E 29 
miles, passing i of a mile south of Middle Sister Island, to 
strike the route from Monroe to Point Pelee ; thence on that 
route 17 miles, to the turning point of Point Pelee. 

MAUMEE BAY RANGES. 

Outer range — front red, and rear light white. Middle range 
— both lights are red. Inner range — front light red, and rear 
light white. These ranges mark accurately the channel from 
the bay inio the Maumee River. Care must be taken not to 
mistake the middle ranges, both lights of which are red, for the 
outer range, which is composed of red and white lights. 



DETROIT RIVER. 

FROM BAR POINT, LAKE ERIE, TO WINDMILL POINT LIGHTHOUSE, 
LAKE ST. OLAIR. 

In running up the north channel for the entrance to Detroit 
River, keep the shore along from Little's Point in 3 to 3£ 
fathoms water until well up to Bar Point, when you may run 
with safety in 2£ to 2i fathoms until Bois Blanc Lighthouse 
opens ; you will then drop into 4 to 4i fathoms water, with the 
Lighthouse bearing NfE. (There is a red buoy kept off Bar 
Point in 12 feet water.) Haul up for the Lighthouse, keeping 
it a little to port (and note that at the distance of 2£ miles SW 
of Bar Point, on the range, you will have Gibraltar light open 

13 



94 

with Citron Island), and run up, keeping the low point under 
the Lighthouse bluff pretty close to ; when up to it. take the 
middle of the river. The starboard or east shore can be run in 
a straight line with it in 2£ fathoms, if necessary ; but as yOu 
approach the foot of the Island, haul off to port for the middle 
of the river; when up to head of Bois Blanc Island, keep it 
best aboard to clear the flat which sets off Fort Maiden, where 
there is a red buoy ; after passing the buoy, steer for the lime 
kilns on the Canada shore, to clear a flat rock with 5 feet water 
on it, a little below the lime kilns and SE from Stony Island. 
There is generally a buoy at the north and south end. of this 
shoal. When abreast the lime kilns, run the shore along pretty 
close to until nearly up to the rock which lies off 375 feet from 
the shore, and directly opposite the gate of McDougalfs fence, 
and the large brick building ; thence run across the river, steer- 
ing NNW until you ran^e Mamajuda Lighthouse with Grassy 
Island Lighthouse; then haul up for Mamajuda, keeping on the 
range until well up to it; pass it close to and run tor Grassy 
Island Lighthouse, and as you approach it. give it a berth of 
200 yards, or just clear the piled work of the Fishery ; thence 
due north until nearly up to the head of Fighting Island, where 
the White-fishing shanties are; thence take the middle of the 
river, or haul over to the Canada shore, and run up in the eddy, 
close in, crossing Sandwich Bay from point to point, and up to 
Hog Island. There is a middle ground about \ a mile long, 
just below the freight depot on the Detroit side, with 7 feet 
water on it: good channel inside, close to the docks. When 
up to the head of Hog Island, haul off to port about XE for 
Windmill Point Lighthouse; and as you approach Peach Island, 
keep a little more to port to clear the shoal which sets down 
from it ; when past it, haul up again for the Lighthouse ; give 
it a berth, and when well up to it, run out EXE 2 or 3 miles 
into Lake St. Clair. The depth of water in the channel all the 
way up is from 3£ to 5 and 6 fathoms water. The shoal off the 
foot of Hog Island runs down to abreast the Hospital, about £ 
a mile, 6 to 8 feet water on it. The east or Canada channel is 
deep, 22 to 39 feet water. To enter the channel at the south 



95 



entrance, keep Bois Blanc Island just open with the mainland, 
which will lead you in. Keep Fighting Island side well aboard 
all the way through, and run out into the river above, about 
NW. The holding ground in the river is good nearly all the 
way through, except below the lime kilns. 

Current in the river, average 2i mile per hour. 

Detroit Latitude 42°19'45" K 

Longitude, west of Greenwich 83°02'33". 

In time 5 h., 32 min., 10.2 sec. 

Variation of compass 2° 07' E. 



COURSES AN© DISTANCES ON THE NORTH SHORE OF 
LAKE ERIE. 

From Buffalo to Point Abino WbySfS 11 miles. 
From Point Abino to Gravely Bay or Port Colborne WNW 
9 miles. 

FROM PORT COLBORNE PIER TO GRAND RIVER. 

Run out from the pier S WbyWiW 8£ miles ; thence west 9£ 
miles, or until Mohawk Island light bears NEiE ; thence Nby 
WiW 3 miles, or until you range the west pier ; then run in, 
keeping the west pier well aboard. 

' FROM GRAND RIVER TO PORT DOVER. 

Run out from Grand River SWiW 6 miles, to clear the reef 
wliich lies off Grand River bluff WSW 4 miles ; thence WiS 
26i miles, to abreast of Port Dover harbor ; and note that a 
reef lies off the east side of the harbor, about li miles SE from 
it; range the west pier and run in, keeping it best aboard. 
Lighthouse on the west pier. 

From Port Dover to Long Point SEbySfS 18 miles. 

From Long Point to Port Bur well WilST 29 miles ; thence 
WNWiflT 11* miles. 

From Port Bur well to Port Stanley W£N 20 miles. 

Cat Fish Creek is 10 miles from Port Burwell; has 7 to 9 
feet over the bar, has one pier on the west side with a light on 



96 

the end of it, but is no place to run to for refuge, except for 
small vessels. 

Between Long Point Cut and Port Burwell there' are two 
piers, with lumber under the sand hills. Long Point upper 
gap is closed up and the lightship taken away. 

From Long Point to Port Stanley, W£N 29 miles; thence 
WbyN 30 miles. 

From Port Stanley to the Rondeau, SW£W 43 miles. 

FROM RONDEAU TO POINT PELEE. 

SWfW 44 miles ; run on this course 4 miles further, until 
Point Pelee Island Lighthouse bears W£N and Point Pelee 
NNEfE; thence NWbyWfW 44 miles, to the entrance of 
Detroit River, with Bois Blanc Island Lighthouse bearing Nf-E 
3^ miles. On this route you leave the middle ground to star- 
board. The bottom off Point Pelee is sand ; and along the 
east side of the island the bottom is rocky, but can be 
approached in 4 fathoms with safety. The new Lighthouse on 
the dummy at Point au Pelee can be passed pretty close to in 
rounding the point. 



LIGHTHOUSES AND HARBORS OX LAKE ERIE— OX BOTH 

SHORES. 

Black Rock light, fixed, visible 10 miles, near the head of 
Niagara River. 

Beacon light, fixed, varied by flashes (every 1'30"), visible 14 
miles, on Horse Shoe Reef, at the entrance to Niagara River. 

To enter Niagara River, leave Horse Shoe Reef Lighthouse 
about 400 yards to starboard ; then steer direct for the Beacon 
light at Black Rock, until abreast of the head of Black Rock 
pier, leaving the red iron can buoys Nos. 2 and 4 to starboard, 
and the black iron can buoy No. 1 to port. 

To enter the river by the Emerald Channel, leave the red 
wooden can buoys Nos. 2 and 4 on your starboard hand, and 
the black wooden can buoy to port. 



97 

To enter the Tonawanda Channel to the eastward of the 
Strawberry Islands, leave the black spar buoys Nos. 3 and 5 to 
port. 

To enter the Tonawanda Channel to the westward of the 
Strawberry Island, leave the red spar buoys Nos. 6 and 8 to 
starboard, and the black spar buoys Nos. 7 and 9 to port. 

Buffalo light, fixed, visible 16 miles, on the end of south pier 
at Buffalo Creek. Fog Bell, struck by machinery every ten 
seconds. 

TO ENTER BUFFALO HARBOR. 

From Point Abino steer EbyNflST 11 miles, direct for Buf- 
falo Lighthouse, leaving Horse Shoe Reef and Lighthouse to 
port ; run to the eastward 200 yards clear of Buffalo Light- 
house, until you range the north pier ; then haul up and run in 
to the creek or under the breakwater. Depth of water going 
in 14 feet. 

Silver Creek or Cattaraugus light, fixed, visible 9 miles, on 
the west pier at Silver Creek. 

Dunkirk light, fixed, varied by flashes, visible 16 miles, at 
Dunkirk, on the SE shore of Lake Erie, west of the harbor. 

Beacon light, fixed, visible 9 miles, on the pier, west side of 
the entrance to Dunkirk Harbor. (Buoyed out.) 

Portland or Barcelona, 17 miles west of Dunkirk, has a good 
pier. Light discontinued. 

Erie or Presqu'ile light, fixed, visible 16 miles, on the main 
land, southeasterly from the piers at the entrance to the harbor. 

Beacon light, fixed, visible 10 miles, on the east end of the 
north pier. On the north side of the east entrance to Presqu'ile 
a shoal extends out from and around the east end of the north 
pier, with 8, 9 and 12 feet water on it. 

To enter the harbor, bound up, run along shore until well up 
to the Lighthouse on the mainland ; and as you approach the 
south pier, you make a red can buoy, which leave to starboard, 
and haul in between the piers, and run along the north pier in a 
line with it, until past the end of it ; then keep a little more to 
the northward, until you range the two beacons on the north 



98 Thompson's coast pilot. 

pier; keep on this range till the two beacons on the peninsula, 
NW ot the north pier, are in line, then haul off for the city 
docks. There was only 8 feet water over the inner bar last 
year, and the shoal off the mouth of the harbor has made con- 
siderably to the southward, nearly closing up the channel. 

Coneaut light, fixed, visible 8 miles, on the east pier at the 
entrance to the river. This harbor has from 7 to 8 feet water 
over the bar. 

Ashtabula light, fixed, varied by flashes (interval of flash 
1'30"), visible 11 miles, on the east pier, at the entrance to the 
river ; 8i feet water over the bar. 

Grand River or Fairport light, fixed, visible 16 miles, at Fair- 
port, on the east side of the river, on the hill. 

Beacon light, fixed, visible 6 miles, on the east end of the 
pier. There is a middle ground at the entrance. The channel 
into Grand River was nearly choked up last season. 

Cleveland, Ohio — change of pier light — a fixed white light, 
varied by red flashes. Interval of flash 15". 

Cleveland light, fixed, visible 14 miles, on the end of the 
east pier. 

To run in, range the east pier, and keep midway between 
them ; 12 to 14 feet going in. 

Black River light, fixed, visible 14 miles, on the end of the 
west pier, at the mouth of Black River ; 9 feet water and vari- 
able. 

Vermillion light, fixed, visible 9 miles, on the west pier, at 
Vermillion Harbor ; 9 feet water and variable. 

Huron light, fixed, visible 12 miles, at the mouth of Huron 
River, on the west pier ; 10 to 12 feet water. 

Cedar Point Beacon light, fixed, visible 10 miles on Cedar 
Point, east side of the entrance to Sandusky Bay. 

Outer Range Beacon light, fixed, visible 5 miles. 

Inner Range Beacon light, fixed, red, visible 5 miles. 

TO ENTER SANDUSKY BAY, DAY OR NIGHT. 

On approaching Cedar Point Lighthouse, run until you bring 
it to bear SWbySiS ; keep on this course until you make the 



99 

outside buoy, and leave it and all the red buoys to starboard 
(Nos. 2, 4, 6, 8, 10, 12 and 14) ; No. 14 is the turning stake or 
point towards Bull's Island, after passing which you will make 
the black buoys Nos. 1, 3, 5 and 7, leaving them all to port ; 
and after passing No. 7, steer for the city, about SJE 2 miles. 
You will have nothing less than 11 feet water over the bar. 

To enter the harbor in the night, bring the outer range light 
in line w T ith Cedar Point light, and run on this range until 
within about 500 to 600 feet of the outer range light ; thence 
turn gradually to the westward until you get the inner (red) 
and outer lights in range ; keep them in range for 1|- miles ; 
thence turn gradually toward the city. The depth of water on 
the inner bar is from 10i to 14 feet, sand. 

Sandusky or Marble Head light, fixed, visible 12 miles, on 
Marble Head, north side of Sandusky Bay, and leading mark 
for the south channel • deep water close to. 

Port Clinton light, fixed, visible 10 miles, on the east side of 
Portage River, at the head of the bay, SE from South Bass 
Island. 

Green Island or Strontian light, fixed, varied by flashes (inter- 
vals of flash 2'), visible 12 miles, on the west end of Green 
Island, 1^ miles from the west side of Souih Bass Island. 

West Sister light, fixed, visible 14 miles, on the SW end of 
West Sister Island, and a leading mark for Maumee River. 

Turtle Island light, fixed, visible 14 miles, at the entrance of 
Maumee River. 

TO RUN UP MAUMEE RIVER TO TOLEDO. 

Haul round Turtle Island Lighthouse until it bears due east, 
in 13 feet water, i of a mile distant ; thence SEf S 1£ miles, to 
abreast of North Cape, which is low and swampy, with scat- 
tered bushes on it, in 11 feet water; there is usually a stake on 
this point, red ; thence SW^S 1£ miles, in 12-o- to 13 feet water ; 
thence WiS for the first black stake, run up, leaving all the 
black stakes to port and red to starboard ; when into the river, 
keep the port side well aboard, until above the middle ground 
which lies ofl Manhattan Docks, and some little distance above 



100 

it ; then haul over to the Toledo side and run up to the docks, 
or come to in the river. There is a middle ground opposite 
the upper docks of Toledo. 

There are now three ranges for the channel into Maumee 
Bay, besides the usual black and red stakes. Vessels have to 
pass through the drawbridge in going up river. 

Vessels not drawing over 9 to 10 feet water can come in as 
follows : bring Turtle Island light to bear due east, and run in 
SfW for 2i miles, into 12£ feet water. This course runs you 
over the North Cape Bank in 11 feet water, leaving the first 
red stake to port; thence west for the first black stake or buoys. 

TO RUN THE EAST CHANNEL INTO MAUMEE BAY. 

Bring Turtle Island Lighthouse to bear due west, and 
Presqu'ile Point, the east point at the entrance to Maumee 
River, to bear SWbyW^W, in 18 feet water, and run over- the 
bar on this course. On this range you will have nothing less 
than 9 and 10 feet water ; when over the bar you have 12£ feet 
water. 

Monroe light, fixed, visible 14 miles, on the north pier, at the 
entrance to the River Raisin. To run in, range the piers and 
run up to the docks. • 

Gibraltar light, fixed, visible 14 miles, on west side of 
entrance to Detroit River. 

Mamajuda light, fixed, visible 8 miles on Mamajuda Shoal, in 
Detroit River. 

Grassy Island light, fixed, visible 8 miles, on Grassy Island, 
in Detroit River. 



LIGHTHOUSES ON THE CANADA SIDE OF LAKE ERIE. 

Bois Blanc light, fixed, visible 14 miles, at the entrance to 
Detroit River, on Bois Blanc Island, opposite Amherst- 
burg ; is the leading mark for the east channel. A lightship 
will be stationed on the shoal SEbySiS from Little's Point, 
during the season of navigation, showing a red light. 



101 

Point Pelee Island light, fixed, red, visible 10 miles, on 
Point Pelee Island ; entrance to the north channel to Detroit 
River. Good shelter from NE to SE and S winds in McCom- 
mick's Bay, between the point and Lighthouse, in 5£ fathoms 
water, mud bottom. 

Beacon light, fixed, visible 10 miles, on the shoal off Point 
Pelee. A new Lighthouse has been built on the dummy on 
Point Pelee Shoal, and shows a white light, and is an excellent 
lead for the north channel. 

Rondeau light, doubtful, at the entrance to Rondeau Harbor. 
Good holding ground under the point, in 5 fathoms water, clay 
bottom. Good shelter from SW, W and 1STW winds. 

Port Stanley light, fixed, visible 9 miles, on the west pier at 
Port Stanley. The entrance to this harbor is very narrow ; the 
piers run out straight. The depth of water varies from 10 to 
12 feet. 

Port Burwell light, fixed, visible 9 miles, on the hill, to the 
eastward of the piers. 

Beacon light, fixed, visible 5 miles, on the west pier, red. 
Depth of water from 10 to 12 feet. To run in, keep the west 
pier well aboard until inside, then take the middle, or come to 
the dock. 

Long Point light, fixed, visible 14 miles, on Long Point, a 
leading mark for the lower end of Lake Erie. Good holding 
ground under the point, between the Lighthouse and Big Bluff, 
in 4£ to 6 fathoms water, sandy clay. 

Port Dover light, fixed, visible 10 miles, at the entrance to 
the river, on the west pier ; 9 feet water. 

Grand River light, fixed, visible 12 miles, at the entrance of 
Grand River and head waters of the Welland Canal ; the 
Lighthouse is on the west pier. This is one of the best harbors 
on Lake Erie. In running in keep the west pier well aboard, 
and follow up the pier work until into the river. To come to 
anchor, run well up past the entrance to the canal, keeping the 
port side well aboard, and come to in 2£ to 3 fathoms water, 
mud bottom, or run into the canal. 

Mohawk Island light, revolving, visible 16 miles, on Mohawk 
Island, sometimes called Gull Island, is a good leading mark up 
14 



102 

or down the lake. A good harbor can be made under the lee 
of this island from SW winds, by bringing the light to bear 
west. Vessels can lie here in the heaviest gales. The reef sets 
off from the island SE '2\ miles, which forms the lee. The bot- 
tom is red clay. Come to in 3J fathoms. There is a good 
channel between the island and mainland, with 2^ fathoms 
water. To run through, bound down, keep midway between 
Mohawk Bluff and the island, until you drop into 14 feet water; 
then haul up to the northward and eastward, and follow the 
island round in 12 to 13 feet water, pretty close to ; and when 
past the island, run out to the eastward, giving Point Selkirk 
a berth of ia mile, or come to under the island, with the Light- 
house bearing west. 

Port Colborne or Gravely Bay light, fixed, visible 12 miles, 
on the west pier, at the entrance to the Welland Canal. This 
pier has a range light some distance to the northward of the 
outer light. To run in, range the lights and keep the west pier 
best aboard, and run up into the basin and make fast on either 
side. 

Sugar Loaf Hill is 2 miles west of the entrance, and is a good 
leading mark for this harbor. 

Point Abino is a good lee from SW to W winds. Vessels 
generally do not run quite far enough into the bay to lie easy. 

REGULATIONS TO BE OBSERVED AT PORT COLBORNE AND PORT 
DALHOUSIE ELEVATORS. 

We are indebted to George C. Finney, Esq., for the follow- 
ing copy of regulations to be observed by vessel masters at 
Port Colborne and Port Dalhousie Elevators : 

1st. Every vessel to be discharged or loaded in rotation, 
according to date of arrival and reports, at the rate of two 
lighterages to one through cargo. 

2d. No report will be taken from any vessel Until she is inside 
the ferry, and afloat. 

3d. Lighterage rates will be as follows : Taking freight from 
Chicago to Oswego or Kingston, as standard — when 8c United 
States currency and under, 2^c gold per bushel ; over 8c, 2^c ; 
10c and under 12c, 3c ; 12c and under 15c, 3ic ; 15c and under 
18c, 3ic ; 18c and over, 4c. Quantities under 1,500 bushels, 4c. 



Thompson's coast pilot. .103' 

Tbe foregoing rates do not include elevating at Port Colborne. 
All charges must be paid before delivery of freight, etc., at 
Port Dalhousie. These regulations are signed by the General 
Manager of the Welland Railroad, and dated July 1st, 1868. 

latitude and longitude. 

Name of Place. Latitude N. Long. W. of Greenwich. 

o f 11 o l n 

Buffalo, N. Y 42 53 05 78 58 15 

Erie, Pa 42 09 00 80 08 00 

Huron River 41 24 00 82 40 00 

South point Turtle Island : 41 45 25 83 30 00 

Windmill Point Lighthouse 42 21 57 83 05 00 

Point Selkirk, Ont 42 51 00 79 34 00 

Long Point, Ont .42 33 30 80 07 30 

South point Bass Island 41 38 20 82 57 30 

Middle Sister 41 51 30 83 07 00 



COURSES AND DISTANCES ON LAKE ONTARIO. 

FROM PORT DALHOUSIE TO THE DUCKS LIGHTHOUSE 

EbyNfN 136 miles; thence NE^N" 22 miles, to Nine Mile 
Point Lighthouse ; thence 4 miles along the shore of Simcoe 
Island, to abreast of Four Mile Point, with Snake Island red 
light to port. The channel here is about f of a mile wide ; you 
will have from 3 to 4|- fathoms water. Keep Four Mile Point 
well aboard, in 4f fathoms ; when clear of the point, steer for 
Kingston ; haul round the west point of the harbor, and come 
to off the old wooden Lighthouse in 6 fathoms water, soft bot- 
tom, or run alongside the docks. 

Garden Island is directly opposite Kingston Bay, and is the 
principal timber port. 

FROM PORT DALHOUSIE TO OSWEGO. 

Run out of the harbor 2 miles NNE ; thence EbyNlN" 30 
miles ; thence E^N northerly 106 miles, to Oswego. 

To Run into Oswego. — When well up to the harbor, haul 
round the end of the west pier and run in. When the wind is 
scant, and the current running out strong, it is best to tow in, 
as the bottom is rocky and an anchor will not hold. Many ves- 
sels have been lost by attempting it in heavy weather. 



104 

From Oswego to Kingston north 60 miles, leaving the Real 
Ducks Island to port, Pigeon Island and the Charity Shoals to 
starboard, also Nine Mile Point Lighthouse, Simcoe Island, and 
run for Kingston as directed before. 

From Oswego to Long Point, Ont., NWTW 41 miles. 

From Oswego to Galloo Island NfE 30 miles ; thence to 
Tibbett's Point NbyEfE 19 miles. 

From False Ducks to Tibbett's Point NEbyE^E 24£ miles. 

From Real Ducks to Tibbett's Point NEfN 19 miles. Good 
holding ground under the Real Ducks Island in 5 to 7 fathoms, 
blue clay. 

From Genesee River to False Ducks Island NEiN 65 miles. 

From Stoney Island to Oswego, SSW 30 miles. 

From Welland Canal to Toronto N^W 29-J- miles. 

From Welland Canal to Credit River NNW^W 27 miles. 

From Niagara to Toronto NWbyN 30 miles. 

FROM POUT DALHOUSIE TO GENESEE RIVER EIGHTY-SIX AND ONE- 
HALF MILES, AS FOLLOWS: 

NNE 3 miles : EbyNf N 40 miles ; thence Ef S southerly 17£ 
miles ; thence EbySf-S 19 miles, to Braddock's Point ; thence 
SE|E 7 miles, to the piers. 

PORT DALHOUSIE HARBOR 

Is the entrance to the Welland Canal. This is an easy harbor 
to make. In beating up towards the harbor, close in, keep out 
of range of the ends of the piers, as the water shoals quickly 
inside that range. The piers are 3,000 feet long, 200 feet apart, 
and run out from the bend southwest of the lock N&S. There 
is a middle ground opposite the bend in the west pier. Ves- 
sels can pass on either side of it. The railroad station is on 
the east side of the harbor, 12 miles from Niagara River. 



LIGHTHOUSES OH BOTH SHORES OF LIKE ONTARIO. 

Ogdensburg light, fixed, visible 12 miles, at the mouth of the 
Oswegatchie, in the St. Lawrence River. 

Cross-over Island light, fixed, visible 12 miles, on Cross-over 
Island, St. Lawrence River. 



105 

A new Lighthouse is to be erected on Sister Island, St. Law- 
rence River. 

Sunken Rock light, fixed, visible 9 miles, on Bush or Sunken 
Rock Island, near Alexander Bay, in St. Lawrence River. 

Rock Island light, fixed, visible 9 miles, on Rock or John- 
son's Island, in St. Lawrence River. 

Tibbett's Point light, fixed, visible 14 miles, on the SE side 
of the entrance to St. Lawrence River. Galloo Island Light- 
house SSW 19 miles; Charity Shoal Day Beacon SWbyW, dis- 
tant 8 miles ; Pigeon Island WiS 10 miles. 

Galloo Island light, fixed, visible 14 miles, on the west point 
of Galloo Island. Shoal to the NW 1 mile. 

Horse Island light, fixed, visible 11 miles, on the west end of 
Horse Island, and 1^ miles west of Sackett's Harbor. 

Stony Point light, revolving (interval of flash 2'), visible 11 
miles, on Stony Point, and the leading mark for Sackett's Har- 
bor. 

Sackett's Harbor is situated on the SE side of Black River 
Bay, and WbyN" from Point Peninsula, 9 miles distant. The 
Lighthouse stands on a rock, called Horse Island, at the south- 
western point of Black River Bay, li miles west of the harbor. 
It shows a fixed bright light. To enter this harbor from the 
lake, run past Stony Point light, and follow the land along, 
keeping the starboard hand best aboard to clear a middle 
ground which lays off the south end of Stony Island, nearly 
mid-channel, haul up for Horse Island Lighthouse, pass it 
pretty close to, and run round the point and into the Bay of 
Sackett's. There is a good channel on either side of Greal Gal- 
loo, Litttle Galloo and Stony Island. 

Salmon River, or Port Ontario, 20 miles east oi Oswego. 

Salmon River, or Port Ontario, is twenty miles NEbyE from 
Oswego, and north of Mexico Bay ; has two good piers, with 
plenty of water. The Lighthouse is on the North Pier end, is 
52 feet high, and shows a white light. The land both north 
and south of the harbor is very low, and cannot be seen at any 
great distance. 

Oswego light, fixed, visible 14 miles, near the end of the 
west pier, at the entrance to Oswego Harbor. 



106 

Big Sodus Bay light, revolving, visible 13 miles, on Sodus 
Point, at the west side of Sodus Harbor. 

Little Sodus Bay is 16 miles S W of Oswego, has a good har- 
bor, but only 6 feet water going in. The piers run out north 
and south, 250 feet apart and 1,300 feet long ; 30 to 40 feet 
water inside. 

Big Sodus Bay is 32 miles WSW^S of Oswego, and 36 miles 
E£N from Genesee River — the most capacious harbor on the 
south shore of Lake Ontario. It is entered from the lake by a 
channel 470 feet wide, between piers which extend out into 13 
feet water. The main light is on the hill to the westward of 
the harbor, and the beacon light on the west pier head ; depth 
of water going in 9 to 12 feet, inside the bay 20 to 40 feet. 

Genesee River light, fixed, visible 14 miles, on the west side 
of the entrance to Genesee River. 

Genesee River is protected by piers running into the lake 
2,000 feet NE and SW, and 400 feet apart. To run in between 
the piers, bring the pier light to bear SSE, and haul up, giving 
the west pier end a berth of 50 feet, to clear some sunken cribs 
off the end of the pier. 

Beacon light, fixed, visible 6 miles, on the end of the west 
pier, at the entrance of Genesee River. 

Niagara Fort light, fixed, visible 14 miles, on the Mess House 
of Fort Niagara, at the junction of the Niagara River and Lake 
Ontario. 

To enter this river, bring the light to bear SEbyE, and run 
up in a line with the dock under the fort until over the bar ; 
thence up river. 

Port Dalhousie (Ontario) light, revolving, on the east pier. 

Burlington Canal (Ontario) light, fixed, visible 12 miles, on 
the middle of the south pier, at the entrance to Burlington Bay, 
Hamilton. Beacon light on the end of south pier. 

To enter the bay, open the Beacon light about handspike 
wide with the main or inner light, and run in between the 
piers; thence about WSW up to abreast of Hamilton docks, 
4£ miles. Depth of water in the bay from 2 to 5, 7, 9 and 12 
fathoms. 



107 

Oakville (Ontario) light, fixed, visible 10 miles, on the east 
pier, at the entrance to the harbor, 66 feet high. 

Port Credit (Ontario) light, fixed, visible 10 miles, on the east 
pier, at the entrance to the River Credit. This port resembles 
Oakville, and is 12 miles S WbyW from Toronto, and 10 miles 
from Oakville. 

TORONTO HARBOR, ONTARIO. 

This spacious bay is one of the best harbors on Lake Onta- 
rio. It is nearly circular, and formed by the mainland on the 
north, and a long low narrow spit of land on the east, south 
and southwest, called the Peninsula or Island. It extends in a 
southwesterly direction from the highlands, in the township of 
Scarboro', upon which trees of stunted growth are thickly scat- 
tered. Thus is inclosed a beautiful basin, about 2i miles in 
diameter, capable of containing a large fleet of vessels. 

Gibraltar Point light, fixed, visible 14 miles, on Gibraltar 
Point, at the SW point of the Peninsula. 

Two range lights on the Queen's Dock, the north one red 
and the south one white. They bear NbyW from Gibraltar 
Point Lighthouse. 

To run into Toronto Bay, give Gibraltar Lighthouse a berth 
of 1 mile, and run in north for the harbor lights, which keep in 
range until well up to the wharf; then follow the buoys round, 
leaving them on the starboard hand, two red buoys to the west- 
ward, and two white buoys to the eastward ; thence straight up 
the bay, in line with the wharfs, or come to in any part of the 
bay, in 18 to 22 feet water. The depth of water between the 
piers and the buoys is 11 to 12 feet, and is being deepened 
every year. A sandy shoal stretches into the lake a quarter of 
a mile, in a SW direction off Gibraltar Point, and continues 
along the west side of the island, to the entrance of the bay, 
due north, to the buoys, at an average distance of a quarter of 
a mile from the island, with 5 to 6 feet water on it, and at the 
point drops off suddenly to 12 asd 20 feet. 

Danger. — There is a large boulder stone, in 5 feet water, 
nearly midway between the Queen's and Garrison wharfs, and 
a little to the south of them. To make lee under the island, 
come to in from 5 to 6 fathoms. 



108 

Note. — In running up the lake for Toronto harbor; keep 2£ 
miles from the shore, so as to open Gibraltar light from the projec- 
tion of the island, where the highest trees are. A channel has 
formed at the east end of the bay, with 5 or 6 feet water in it, 
by the force of the sea in heavy gales. It was proposed some 
few years ago to cut a channel through here, but was given up, 
supposing it would spoil the western entrance. It will now be 
proved by this break in the narrow neck of the Peninsula, 
whether it will have that effect at the western entrance or not. 

THE PORT OF LIVERPOOL OR PICKERING, FORMERLY CALLED 
FRENCHMAN'S BAY. 

This port is 26 miles NEiE of Toronto. It is formed by a 
bay running into the land, and separated from the lake by a 
sandy and gravely beach, through which is a cut 100 feet wide. 

The light is on the east pier, and visible 5 miles. 

The harbor itself is well sheltered, being completely land- 
locked ; but from the foulness of the bottom (principally from 
weeds) an anchor will not hold during a hard blow. 

The average depth of water inside the bay is 9 feet 6 inches ; 
at the outer mouth, between the piers, 11 feet 6 inches ; and the 
inner mouth 7 feet 6 inches. 

Through the cut into this harbor, a current rims in and out 
with great regularity, once in about every four minutes. 

WHITBY HARBOR. 

Six miles to the eastward of Liverpool, and 34 miles XEbyE 
of Toronto, one of the best and most secure harbors on the 
north shore. It stands near the center of a deep bay, between 
Raby Head, on the east, and Scarboro' Heights on the west, 
and three and a half or four miles north of a line drawn between 
these two points. The harbor is formed by a strong break- 
water of crib work, stretching across the head of the bay, by 
which it is separated from the lake, and forms a large basin, the 
entrance to which is at its eastern extremity, between piers 
running south a considerable distance into the lake, 250 feet 
apart, with 13 to 14 feet wate»#in the channel. The west pier 
is much longer than the east pier. 

A strong tide or current sets in and out of this harbor, which 
at times is so strong as to turn a vessel's head round, 
when entering with a light wind. To enter the harbor, run 



109 

through between the piers and haul up for the red warehouse, 
and round to with your head to the SW, in 14 feet water. 

Danger. — Midway between Whitby and Liverpool, there is a 
shoal in shore, one mile west of the township line. 

Whitby light, on the west pier. Good harbor; 13 to 14 feet 
water going in. 

Port Hope light ; on the east pier ; 9 feet water going in. 
Will show a white light east and west, and a red light south. 

Scotch Bonnet light, flash, showing red and white at inter- 
vals, lies to the westward of Nicholson's Island. 

Long Point light, revolving, visible 14 miles, on Long Point, 
22 miles from the False Ducks' Lighthouse. 

False Ducks' light, fixed, visible 12 miles, on False Ducks' 
Island, 35 miles from Kingston. 

OSHAWA. 

The Port of Oshawa is 6 miles east of Whitby. It is situ- 
ated in the bend of a small bay, and consists of a well con- 
structed pier, running out from the mainland into 10 feet water. 
At the south end of the pier is a storehouse, painted red, and 
under the angle formed *by the roof is placed a large lamp, 
which serves the purpose of a lighthouse. 

This port is well protected from any wind north of E and W, 
but is exposed to southerly winds. The west side of the Bay 
of Oshawa is formed by a high clay bank, almost perpendicular 
towards the lake, on the extreme point of which stand three or 
four trees. 

Danger. — The east point is called Oshawa Island, bearing 
south by east from the pier. The water here is very shoal, and 
a reef of large boulders extends into the lake SE, for 400 yards, 
which must be given a wide berth. From the point of land 
about midway between Whitby and Oshawa there is another 
reef of large boulders running out ESE into the lake. 

PORT DARLINGTON 

Is 8 miles to the eastward of Oshawa, 50 miles ENE of Toronto, 
and 29 miles WbyS of Cobourg. 

This port has been much improved by extending the piers 
into 12 feet water, and dredging the land-locked basin within, 
15 



110 Thompson's coast pilot. 

where vessels drawing 9 feet or less may lie in safety in any 
weather. The west pier extends about 50 feet farther south 
than the east pier, which breaks the rolling sea from the SW. 
The light is on the east pier, and visible but a short distance. 

One and one-half miles west of Darlington, is Raby Head, a 
high clay bluff point, destitute of trees or bushes. 

BOND HEAD OR POUT OF NEWCASTLE. 

Between 4 and 5 miles, EbyN of Darlington, is the Port of 
Bond Head. It consists of a pier run out into 10 feet water ; 
but, from- its exposed situation, can only be approached in fine 
weather, or when the wind is off shore. 

Danger. — Four miles east of this port, there is a large boul- 
der, some distance in the lake, called the Peach Stone, and four 
miles east of this again, there is a reef of boulders, extending 
300 yards into the lake, in a southerly direction off the head- 
land. Course to clear these reefs, bound to Cobourg, Eg-EF, 20 
miles, giving the shore a berth of 1 mile ; thence NEbyE^E for 
Port Hope, and ENEiE for Cobourg. 

PORT HOPEI 

Is 23 miles EA-N of Darlington, which is formed by running two 
rows of piers into 13 feet water, having a basin at their inner 
or northern extremity. During a SE or SW gale, this port 
cannot be made by large vessels, drawing over 9 feet water, 
with safety, owing to the tremendous swell rolling in from the 
lake ; besides which, the piers being only 125 feet apart at the 
mouth, and the basin very small, there is no room to check the 
speed of a vessel, or to snub her without danger to herself or 
others. During a southerly gale, also, the swell in the basin is 
so great as to cause vessels to lay uneasy. From any wind N 
of E or W, this is a perfectly safe and snug harbor. 

COBOURG. 

The Harbor of Cobourg is situated seven miles east of Port 
Hope, and is formed of pier work. A shifting bar of sand is 
thrown up during a SW gale, which renders the entrance to it 
still more dangerous than Port Hope for vessels of deep 
draught. The harbor is more capacious, and when once entered 



Ill 

more secure than that of Port Hope, having a second or inner 
basin with plenty of water, where no sea can injure or disturb 
the vessels lying there. The mouth of the harbor is 130 feet 
wide, with water varying from 10 to 13 feet. The Lighthouse 
is on the east pier, 20 feet high, and visible 8 miles. 

Danger. — In entering this port, at night, care must be taken 
not to run too close to the south end of the west pier, where 
broken crib work and numerous piles project nearly 100 feet 
farther into the lake than the end of the east pier. 

Shoal. — Midway between Port Hope and (Jobourg there is a 
dangerous shoal, called Gull Island, which is about two miles 
long, and one mile from the shore. It is sometimes bare, and 
has a Lighthouse erected upon it, 45 feet high, showing a bright, 
fixed white light, and visible 10 to 12 miles. In passing this 
shoal give it a berth of two miles. 

GRAFTON. 

This village is about 8 miles east of Cobourg, has a pier run 
out into 10 feet water. 

COLBORNE. 

Is a village 8 or 9 miles below Grafton ; has a pier for the 
accommodation of trading craft. Both these ports are exposed 
to the heavy seas of the lake, and afford no shelter to vessels, 
except when the wind is off shore. 

Danger. — One mile west of Colborne there is a projecting 
point, off which is a reef of boulders. In approaching Colborne 
give the point a good berth. 

PRESQU'ILE HARBOR, 

The West Bluff of Presquile is 24 miles E^N of Cobourg, 
well wooded, and has 90 feet water close in shore. Five miles 
NEbyE of this point brings you abreast of the Lighthouse, 
which is 67 feet high, and shows a bright white light, visible 12 
to 15 miles. Give the Lighthouse point a berth of half a mile, 
to dear a shoal that sets off from it, in a southerly direction, 
haul up NbyE for the lone pine tree, until the inner range 
lights are in line ; then haul up S W, keeping within fifty yards 
north of the beach of the first range light station, as there is 



112 

18 to 22 feet water close to it. When past this point come to, 
between the two range points, in 18 feet water. 

Danger. — Between the main Lighthouse, on the SE point, 
and the range light on the NE point, extending in a north- 
easterly direction, is a shoal £ of a mile long, and forms a tri- 
angular point, called the Middle Ground, with 4 to 6 feet water 
on it, which you have to haul round in going into the harbor. 

To the north of the Lighthouse built on the NE point, run- 
ning out from the mainland, there is a low marshy spit, desti- 
tute of timber, and easily recognized by a large dead elm tree, 
bearing north of the Lighthouse. This point is called Elm Tree 
Point. The channel here is about half a mile wide. WNW of 
the second range light, there is another small shoal, called Four 
Acre shoal, nearly half a mile from the shore, with plenty of 
water all around it. Two miles ESE of the main Lighthouse 
there is a dangerous rocky shoal in the lake, with 3 to 5 feet 
water on it. It is to the eastward of the course from the Light- 
house to Scotch Bonnet. SE from this shoal is another small 
shoal, with 5 feet water on it. These shoals obstruct the 
entrance to Weller's Bay. 

Wellers Bay is capable of being made into a good harbor. 

SOUTH BAT POINT. 

Good anchorage and shelter can be found inside South Bay 
Point ; to make it, keep the Outer Duck Island to the eastward 
and the Inner Duck to the northward, and come to ofi the 
NE point, or make fast to the dock. In leaving this anchor- 
age, bound for Kingston, if the wind is favorable, a passage can 
be made by passing through the Upper Gap, between Indian 
Point on the west and Amherst Island on the east. Steer Nby 
E, till between Amherst Island and the mainland. Thence EX 
E, till north of the Brother's Islands. Thence east to Kingston. 

Good anchorage can be found on the NE side of the Real 
Duck Island. 

Nine-Mile Point light, fixed, visible 13 miles, on Nine-Mile 
Point, Simcoe Island, at the entrance to River St. Lawrence. 

Snake Island light, fixed, red, visible 7 miles on Snake Island, 
abreast of Four-Mile Point, and 4? miles from Kingston, 
Ontario. 



THOMPSON'S COAST PILOT. 113 

KINGSTON. 

Kingston Harbor is one of the best harbors on Lake Ontario. 
There are three channels by which it may be made from the 
lake : The Bateau Channel, between Wolf and Long Island 
and Simcoe Island, leaving Hare Island also to starboard, 
as you enter. This channel has from 12 to 18 feet water in it. 
The south channel, between Simcoe Island and Snake Island. 
This is a good deep channel ; run through, giving Simcoe Island 
a berth of h to f- of a mile, and when abreast of Four Mile 
Point haul off for Kingston. The North or Old Ship Channel 
is the best channel of the three, and has 4 to 10 fathoms water. 
To run this channel haul off towards Amherst Island, and when 
Cedar Island (which is close under Fort Henry) is open with 
Snake Island, steer for Fort Henry, and run up to the harbor ; 
you leave Snake Island to starboard and Salmon Island to port. 

Narrows light, at the head of the Narrows, above Brockville. 



COURSES AND DISTANCES ON LAKE ONTARIO. 

(According to the Chart of Captain Ford, U. S. Navy.) 

From Sackett's Harbor to mid-channel between Stony Point 
and Stony Island SWby W 12 miles. 

From Stony Point to False Ducks WNW 25 miles. 

From Fort Tomkins to Real Ducks W^N 22 miles. 

From NE end of Stony Island to the West end of Grenadier 
Island NNW 11 miles. 

From Stony Point to Long Point WIN 45 miles. 

From Stony Point to Burlington Bay and Hamilton 180 
miles. 

From Stony Point to the Devil's Nose WSW^W 95 miles. 

From Stony Island to Fort Niagara WbySiS 145 miles. 

From Snake Island to Navy Point NEbyE 6 miles. 

From Snake Island to Four-Mile Point E li miles. 

From Three Sisters to Snake Island, ESE 4h miles. 

From the NE end of Stony Island to middle of Charity 
Shoal NNW 14 miles. 



114 THOiTPSOs's COAST PILOT. 

From Oswego to Real Ducks X 35 miles. 

From Oswego to Long Point NW|W 40 miles. 

From Oswego to Bay Quinte NbyW -±7 miles. 

From Nine-Mile Point east of Oswego to Stony Point XbyE 
tE 21 miles ; and from Xine-Mile Point west of Oswego to 
Stony Point NE£N Bbh miles. 

From Oswego to Thirty-Mile Point W 100 miles. 

From Oswego to Big Sodus \YSW 9 miles : thence SWbyW 
£W 17 miles. 

From Oswego to Toronto W§N 135 miles. 

From mid - channel between Point Peninsula and Srony 
Island to Fifth-Town Point. Upper Gap. Bay Quinte. TOW 
26 miles. 

From the anchorage at the Real Ducks to Nine-Mile Point, 
off Simcoe Island. XbyE 18 miles. 

From Peal Ducks to Upper Gap of the Bay Quinte XXW 
fW 14 miles. 

From anchorage at the Real Ducks to south side of False- 
Ducks "W Si miles. 

From False Ducks to Upper Gap X 9 miles. 

From mid-channel between the Real and False Ducks to 
Ship Island, between Snake Island and Salmon Island. XEbyX 
22 miles. 

From Long Point to the channel between the Scotch Bonnet 
and Xicholson's Island TTXW 17 miles. 

From Long Point to Toronto WbyS 100 miles. 

From Toronto to Burlington Bay SW 32 miles. 

From Toronto to Fort Xiagara SEbyS 2S* miles. 

From Burlington Bay to Xiagara River EbyS 32 miles. 

From False Ducks to Long Point WSW25 miles. 

From Genesee River to Presqu'ile X 55 miles. 

From Genesee River to mid-channel between Real and False 
Ducks SW 73 miles. 

From Big Sodus to entrance of the channel between the Real 
and False Ducks XXE 50 miles. 

From Devil's Xose to Toronto WbyNfN 60 miles. 

From Xiagara River to Presqu'ile XEbyE 75 miles. 

From Genesee River to" Port Hope NWbyN 58 miles. 



Thompson's coast pilot. 115 

From Thirty-Mile Point to Fort Niagara WSW 26 miles. 

From Tibbett's Point to Jordan Point WbyN&N 5 miles. 

From Tibbett's Point to Pigeon Island W£S 8 miles. 

From Gravely Point to Tibbett's Point SW£S 3 miles. 

From Grenadier Island to anchorage off the Real Ducks NE 
by E 11 miks. 

From Upper Gap of Bay Quinte to the Three Sister Islands, 
at the lower end of Amherst Island, ENE 9 miles. 

From Duffin's Bay to Niagara SbyW 40 miles. 

From Big Sodus to Presqu'ile NWbyN 60 miles. 

From Big Sodus to Long Point Nby W 38 miles. 

From Nine-Mile Point, west of Oswego, to Braddock's 
Point WiS 52 miles. 

OAKVILLE. 

The Port of Oakville is 22 miles W|S from Toronto, and 14 
miles NEbyN from Burlington Canal. The piers are 100 feet 
apart, and run out nearly north and south into the lake. 

Danger. — Between the port and Port Credit there is a shoal, 
and numerous large boulders, extending a considerable distance 
out from the shore, which should not be approached nearer 
than a mile. 

WELLINGTON SQUARE AND NELSON. 

These small ports are situated between Oakville and the Bur- 
lington Canal. Their docks run out into 10 feet water. No 
protection from east and south or south-east winds. 

OAK ORCHARD CREEK 

Is 35 miles west of Genesee River, and 52 miles E of Niagara. 
The entrance to this creek is between two piers, running north 
and south, into 6 feet 6 inches water, and 160 feet apart. The 
west pier is 844 feet long, and the east pier is 734 feet ; . the 
basin or pond inside has plenty of water, and is well secured 
from all winds. 



VARIATION OF THE COMPASS ON LAKE ONTARIO. 

There is little or no variation of the compass at the west end 
of Lake Ontario. The variation at the east end is from 1° to 
2° west, and at Kingston 6° west. 



116 



THOMPSON S COAST PILOT. 



The set of current is hardly perceivable until you pass Long 
Point and the islands. After that the current increases percep- 
tibly. 



TABLE OF DISTANCES FOR THE UPPER LAKES, FROM 
PORT TO FORT/ III MILES. 



WEST SIDE OF LAKE MICHIGAN. 



Miles. 

Chicago to Grosse Point 12 

Chicago to Waukegan 35 

Chicago to Kenosha 51 

Chicago to Racine 57 

Chicago to Milwaukee 85 

Milwaukee to Port Washington. .25 
Port Washington to Sheboygan. .25 

Sheboygan to Manitowoc 30 

Manitowoc to Twin Rivers 7 

Twin Rivers to Kewaunee 22 

Kewaunee to Anheppe 11 

Anheppe to Baley's Harbor 36 

Baley's Harbor to Death's Door. .20 



Miles. 

Death's Door to Chamber's Isl'cl.21 

Chamber's Island to Long Tail 
Point 54 

Death's Door to Washington Har- 
bor 13 

Washington Harbor to Louse or 
Rock Island 7 

Louse Island to head of Beaver 
Island 67 

Head of Beaver Island to Point 
Waugoshance 30 

Point Waugoshance to Macki- 
naw 23i 



EAST SIDE OF LAKE MICHIGAN AND WEST SIDE OF LAKE HURON. 



Miles. 

Chicago to Michigan City 38 

Michigan City to New Buffalo . . 12 

New Buffalo to St. Joseph 26 

St, Joseph to Kalamazoo 40 

Kalamazoo to Grand River 28 

Grand River to Little Point au 

Sauble 44 

Little Point au Sauble to Big 

Point au Sauble 28 

Big Point au Sauble to Point 

Betsey 48 

Point Betsey to Sleeping Bear.. 18 
Big Point au Sauble to Manistee. 16 
Sleeping Bear to Cat Head Point. 29 
Cat Head Point to Traverse Bay 

Lighthouse 4£ 



Miles. 

Grand Traverse light to Skillego- 
lee 37i 

Skillegolee to Point Waugo- 
shance 8^ 

Pt. Waugoshance to Old Macki- 
naw 17£ 

Old Mackinaw to Sheboygan 
light 16 

Old Mackinaw to Ft. Mackinaw. 12 

Sheboygan light to Presqu'ile. . .58 

Presqu'ile to Thunder Bay Island 
Lighthouse 30 

Thunder Bay light to Point aux 
Barques 77£ 

Point aux Barques to St. Clair 
River 71 



THOMPSON S OOA8T PILOT. 



117 



LAKE SUPERIOR. 



Miles. 

Sault Ste. Made to Round 

Island 8 

Round Island to Point Iroquois, 5£ 
Point Iroquois to White Fish 

Point 25 

White Fish Point to Marquette. 115 
White Fish Point to Grand Is- 
land 84 

Grand Island to Marquette 35 

Marquette to Portage Entry 65 

Portage Entry to Manitou Is- 
land 46 

Manitou Island to Copper Har- 
bor 14 



Miles. 

Copper Harbor to Agate H^?b.. 8£ 
Agate Harbor to Eagle Harbor. o£ 
Eagle Harbor to Eagle River. . . 7 

Eagle River to Ontonagon 58 

Ontonagon to LaPoint 65 

LaPoint to Superior City 75 

Superior City to Rock Harbor, 

Isle Royale 180 

Rock Harbor to White Fish 

Point 188= 

White Fish Point to Manitou 

Island 124 

Detour Lighthouse to Sault Ste. 

Marie 42 



LAKE ERIE. 



Miles. 

Detroit to Maiden 19£ 

Maiden to Cleveland 86 

Cleveland to Buffalo 174 

Cleveland to Fairport 30 

Fairport to Ashtabula 25 



Miles. 

Ashtabula to Conneaut 13 

Conneaut to Erie 27 

Erie to Dunkirk 45 

Dunkirk to Buffalo 40 

Buffalo to Chippewa 20 



CANADA SIDE OF LAKE ERIE 
Miles 



Point au Pelee to Rondeau 44 

Rondeau to Port Stanley 43 

Port Stanley to Port Burwell 20 

Port Burwell to Long Point 40 

LAKE HURON, 

Miles. 

Mackinaw to Detour 36 

Detour to St. Clair River 226 

Mackinaw to St. Clair River 241 

Mackinaw to Collingwood, Ont.230 



Miles. 

Long Point to Grand River 32^ 

Grand River to Port Colborne. .21 
Port Colborne to Buffalo 22 



Miles.. 
Cove Island to St. Clair River . .162: 

Goderich to St. Clair River 60 

Fort Gratiot light to Detroit. ... 72: 



DISTANCES BT THE GRAND TRUNK RAILWAY. 

Montreal to Quebec 168 miles 

Montreal to Kingston 172 miles 

Montreal to Toronto 332 miles 

Montreal to Stratford 420 miles 

Montreal to Sarnia 504 miles 



A sea mile, according to Bowditch, is 6,120 feet. 
A geographical or nautical mile is 6,139.74 feet. 
A statute mile is 5,280 feet. 

16 



APPENDIX 



THOMPSON'S COAST PILOT. 



1869. 



NEW LAW OP MARINE LIGHTS AND SIGNALS ON THE 

LAKES. 

RULES AND REGULATIONS FOR THE GOVERNMENT OF PILOTS AND 
MASTERS ON THE LAKES. 

Buffalo, June 24th, 1864. 

Editors Commercial Advertiser : 

Gents — I hand you herewith for publication an official copy of " An 
Act fixing certain rules and regulations for preventing collisions on the 
water," which has become a law of the United States, to take effect on and 
after September 1st, and which applies to the Lakes and tributaries. It is 
taken from the English and French laws, and is the same as that about 
being adopted by the Canadas and other colonies. It would be well for our 
Shipmasters to make themselves familiar with the same, and be prepared 
for the change. 

D. P. DOBBINS, 
Chairman Ex. Com. Board Lake Underioriters. 

AN ACT FIXING CERTAIN RULES AND REGULATIONS FOR PREVENTING 
COLLISIONS ON THE WATER. 

Be it enacted by the Senate and House of Representatives of the United States 
of America, in Congress assembled, That from and after September 1, 1864, 
the following rules and regulations for preventing collisions on the water 
be adopted in the navy and the mercantile marine of the United States : 
Provided, That the exhibition of any light on board of a vessel ot war of 
the United States may be suspended, whenever, in the opinion of the Sec- 
retary of the Navy, the Commander-in-Chief of a squadron, or the Com- 
mander of a vessel acting singly, the special character of the service may 
require it. 



119 

Article 1. In the following rules every steamship which is under sail, 
and not under steam, is to be considered a sailing ship; and every steam- 
ship which is under steam, whether under sail or not, is to be considered a 
ship under steam. 

Article 2. The lights mentioned in the following articles, and no 
others, shall be carried in all weathers between sunset and sunrise. 

Article 3. All steam vessels, when under way, shall carry — 

(a) At the foremast head, a bright white light, so fixed as to show an 
uniform and unbroken light over an arc of the horizon of twenty points of 
the compass, so fixed as to throw the light ten points on each side of the 
ship, viz ; From right ahead to two points abaft the beam on either side, 
and of such a character as to be visible on a dark night, with a clear atmos- 
phere, at a distance of at least five miles. 

(b) On the starboard side, a green light, so constructed as to throw an 
uniform and unbroken light over an arc of the horizon of ten points of the 
compass, so fixed as to throw the light from right ahead to two points abaft 
the beam on the starboard side, and of such a character as to be visible on 
a dark night, with a clear atmosphere, at a distance of at least two miles. 

(c) On the port side a red light, so constructed as to show an uniform 
unbroken light over an arc of the horizon of ten points of the compass, so 
fixed as to throw the light from right ahead to two points abaft the beam 
on the port side, and of such a character as to be visible on a dark night, 
with a clear atmosphere, at a distance of at least two miles. 

(d) The said green and red side lights shall be fitted with inboard 
screens, projecting at least three feet forward from the light, so as to pre- 
vent these lights from being seen across the bow. 

Article 4 Steamships, when towing other ships, shall carry two 
bright white masthead lights vertically, ia addition to their side lights, so 
as to distinguish them from other steamships. Each of these masthead 
lights shall be of the same construction and character as the masthead 
lights which other steamships are required to carry. 

Article 5. Sailing ships under way or being towed, shall carry the 
same lights as steamships under way, with the exception of the white 
masthead lights, which they shall never carry. 

Article 6. Whenever, as in the case of small vessels during bad 
weather, the green and red lights cannot be fixed, these lights shall be kept 
on deck, on their respective sides of the vessel, ready for instant exhibition, 
and shall, on the approach of or to other vessels, be exhibited on their 
respective sides in sufficient time to prevent collision, in such manner as to 
make them most visible, and so that the green light shall not be seen on 
the port side, nor the red light on the starboard side. 

To make the use of these portable lights more certain and easy, they 
shall each be painted outside with the color of the light they respectively 
contain, and be provided with suitable screens. 



120 THOMPSON'S COAST PILOT. 

Aeticle 7. Ships, whether steamships or sailing ships, when at 
anchor in roadsteads or fairways, shall, between sunset and sunrise, exhibit 
where it can best be seen, but at a height not exceeding twenty feet above 
the hull, a white light in a globular lantern of eight inches in diameter, 
and so constructed as to show a clear, uniform and unbroken light, visible 
all around the horizon, at a distance of at least one mile. 

Article 8. Sailing pilot vessels shall not carry the lights required for 
other sailing vessels, but shall carry a white light at the masthead, visible 
all around the horizon, and shall also exhibit a flare-up light every fifteen 
minutes. 

Article 9. Open fishing boats and other open boats shall not be 
required to carry side lights required for other vessels, but shall, if they do 
not carry such lights, carry a lantern having a green slide on the one side 
and a red slide on the other side, and on the approach of or to other ves- 
sels, such lantern shall be exhibited in sufficient time to prevent collision, 
so that the green light shall not be seen on the port side, nor the red light 
on the starboard side. Fishing vessels aud open boats when at anchor, or 
attached to their nets and stationary, shall exhibit a bright white light. 
Fishing vessels and open boats shall, however, not be prevented from using 
a flare-up in addition, if considered expedient. 

Article 10. -Whenever there is a fog, whether by day or night, the 
fog signals described below shall be carried and used, and shall be 
sounded at least every five minutes, viz : 

(a) Steamships under way shall use a steam whistle placed before the 
funnel, not less than eight feet from the deck. 

(b) Sailing ships under way shall use a fog horn. 

(c) Steamships and sailing ships when not under way shall use a bell. 
Article 11. If two sailing ships are meeting end on. or nearly end on, 

so as to involve risk of collision, the helms of both shall be put to port so 
that each may pass on the port side of the other. 

Article 12. When two sailing ships are crossing so as to involve 
risk of collision, then, if they have the wind on different sides, the ship 
with the wind on the port side shall keep out of the way of the ship with 
the wind on the starboard side, except in the case in which the ship with 
the wind on the port side is close hauled, and the other ship free, in which 
case the latter ship shall keep out of the way. But if they have the wind 
on the same side, or if one of them has the wind aft, the ship which is to 
windward shall keep out of the way of the ship which is to leeward. 

Article 13. If two ships under steam are meeting end on, or nearly 
end on, so as to involve risk of collision, the helms of both shall be put to 
port, so that each may pass on the port side of the other. 

Article 14. If two ships under steam are crossing so as to involve 
risk of collision, the ship which has the other on her own starooard side 
shall keep out of the way of the other. 



121 

Article 15. If two ships, one of which is a sailing ship and the other 
a steamship, are proceeding in such direction as to involve risk of collision, 
the steamship shall keep out of the way of the sailing ship. 

Article 16. Every steamship, when approaching another ship so as 
to involve risk of collision, shall slacken her speed, or, if necessary, stop 
and reverse ; and every steamship shall, when in a fog, go at a moderate 
speed. 

Article 17. Every vessel overtaking any other vessel shall keep out 
of the way of the said last mentj^ned vessel. 

Article 18. Where, by the above rules, one of two ships is to keep 
out of the way, the other shall keep her course, subject to the qualifica- 
tions contained in the following article. 

Article 19. In obeying and construing these rules due regard must 
be had to all dangers of navigation, and due regard must also be had to 
any special circumstances which may exist in any particular case render- 
ing a departure from the above rules necessary in order to avoid immediate 
danger. 

Article 20. Nothing in these rules shall exonerate any ship, or the 
owner, or master, or crew thereof, from the consequences of any neglect to 
carry lights or signals, or of any neglect to keep a proper lookout, or of 
the neglect of any precaution which may be required by the ordinary 
practice of seamen, or by the special circumstances of the case. 

Approved April 29, 1864. 



An Act to Regulate the Admeasurement of Tonnage of Ships 
and Vessels of the United States. 

VESSELS, WHEN TO BE MEASURED AND REMEASURED. 

Be it enacted by the Senate and House of Representatives of the United States 
of America, in Congress assembled. That every ship or vessel built within the 
United States, or that may be owned by a citizen or citizens thereof, on or 
after the first day of January, eighteen hundred and sixty-five, shall be 
measured and registered in the manner hereinafter provided ; also, every 
ship or vessel that is now owned by a citizen or citizens of the United 
States, shall be remeasured and reregistered upon her arrival after said day 
at a port of entry in the United States, and prior to her departure there- 
from, in the same manner as hereinafter described : Provided, That any 
ship or vessel built within the United States, after the passage of this act, 
may be measured and registered in the manner herein provided. 

REGISTER OF VESSELS, WHAT SHALL EXPRESS. 
Sec 2. And be it further enacted, That the register of every vessel shall 
express her length and breadth, together with her depth, and the Jwight under 



122 

tke third or spar deck, which shall be ascertained in the following manner : 
The tonnage-deck, in vessels having three or more decks to the hull, shall 
be the second deck from below ; in all other cases, the upper deck of the 
hull is to be the tonnage deck. The length from the forepart of the outer 
planking, on the side of the stem, to the after part ot the main stern-post of 
screw steamers, and to the after part of the rudder-post of all other vessels 
measured on the top of the tonnage-deck, shall be accounted the vessel's 
length The breadth of the broadest part on the outside of the vessel shall 
be accounted the vessel's breadth of beam. A measure from the under side 
of tonnage-deck plank, amidships, to the ceiling of the hold (average thick- 
ness) shall be accounted the depth of hold. If the vessel has a third 
deck, then the height from the top of the tonnage-deck plank to the under 
side of the upper-deck plank shall be accounted as the height under the 
spar-deck. All measurement to be taken in feet and fractions of feet ; and 
all fractions of feet shall be expressed in decimals. 

TONNAGE OF VESSEL DERIVED FROM CUBIC CONTENT. 

Sec. 3. And be it further enacted, That the register tonnage of a vessel 
shall be her entire internal cubical capacity in tons of one hundred cubic 
feet each, to be ascertained as follows: 

LENGTH, HOW TAKEN, AND NUMBER OF DIVISIONS. 

Lengths. — Measure the length of the vessel in a straight line along the 
upper side of the tonnage-deck, from the inside of the inner plank (aver- 
age thickness), at the side of the stem to the inside of the plank on the 
stern timbers (average thickness), deducting from this length what is due 
to the rake of the bow in the thickness of the deck, and what is due to the 
rake of the stern-timber in the thickness of the deck, and also what is due 
to the rake of the stern-timber in one- third of the round of the beam ; 
divide the length so taken into the number of equal parts required by the 
following table according to the class in such table to which the vessel 
belongs : 

TABLE OF CLASSES. 

Class 1. Vessels of which the tonnage length, according to the above 
measurement, is fifty feet or under, into six equal parts. 

Class 2. Vessels of which the tonnage length, according to the above 
measurement, is above fifty feet, and not exceeding one hun- 
dred feet long, into eight equal parts. 

Class 3. Vessels of which the tonnage length, according to the above 
measurement, is above one hundred feet long, and not exceed- 
ing one hundred and fifty feet long, into ten equal parts. 

Class 4. Vessels of which the tonnage length, according to the above 
measurement, is above one hundred and fifty feet, and not 
exceeding two hundred feet long, into twelve equal parts. 



Thompson's coast pilot. 123 

Class 5. Vessels of which the tonnage length, according to the above 
measurement, is above two hundred feet, and not exceeding 
two hundred and fifty feet long, into fourteen equal parts. 

Class 6. Vessels of which the tonnage length, according to the above 
measurement, is above two hundred and fifty feet long, into 
sixteen equal parts. 

METHOD OF FINDING THE AREAS. 

Transverse Arkas. — Then, the hold being sufficiently cleared to admit 
of the required depths and breadths being properly taken, find the trans- 
verse area of such vessel at each point of division of the length as fol- 
lows : Measure the depth at each point of division from a point at a dis- 
tance of one-third of the round of the beam below such deck ; or, in case 
of a break, below a line stretched in continuation thereof, to the upper 
side of the floor-timber, at the inside of the limber-strake, after deducting 
the average thickness of the ceiling, which is between the bilge-planks 
and limber-strake ; then, if the depth at the midship division of the length 
does not exceed sixteen feet, divide each depth into four equal parts ; then 
measure the inside horizontal breadth, at each of the three points of divi- 
sion, and also at the upper 4 and lower points of the depth, extending each 
measurement to the average thickness of that part of the ceiling which is 
between the points of measurement ; number these breadths from above 
(numbering the upper breadth one, and so on down to the lowest breadth); 
multiply the second and fourth by four, and the third by two ; add these 
products together, and to the sum add the first breadth and the last, or 
fifth ; multiply the quantity thus obtained by one-third of the common 
interval between the breadths, and the product shall be deemed the trans- 
verse area ; but if the midship depth exceed sixteen feet, divide each depth 
into six equal parts, instead of four, and measure, as before directed, the 
horizontal breadth at the five points of division, and also at the upper and 
lower points of the depth ; number them from above as before ; multiply 
the second, fourth and sixth by four, and the third and fifth by two ; add 
these products together, and to the sum add the first breadth and the last, 
or seventh ; multiply the quantities thus obtained by one-third of the 
common interval between the breadths, and the product shall be deemed 
the transverse area. 

METHOD OF ASCERTAINING THE REGISTER TONNAGE OF VESSEL. 

Computation from Areas. — Having thus ascertained the transverse 
area at each point of division of the length of the vessel, as required 
above, proceed to ascertain the register tonnage of the vessel in the fol- 
lowing manner : Number the areas successively, one, two, three, etc., num- 
ber one being at the extreme limit of the length at the bow, and the last 
number at the extreme limit of the length at the stern ; then, whether the 



124 Thompson's coast pilot. 

length be divided according to table, into six or sixteen parts, as in clas- 
ses one and six, or any intermediate number, as in classes two, three, four 
and five, multiply the second, and every even numbered area, hyfour, and 
the third and every odd numbered area (except the first and last) by two ; 
add these products together, and to the sum add the first and last, if they 
yield anything ; multiply the quantities thus obtained by one-third of the 
common interval between the areas, and the product will be the cubical 
contents of the space under the tonnage-deck; divide this product by one 
hundred, and the quotient, being the tonnage under the tonnage-deck, 
shall be deemed to be the register tonnage of the vessel, subject to the 
additions hereinafter mentioned. 

MEASUREMENT OP THE POOP AND OTHER CLOSED-IN SPACE. 

If there be a break, a poop, or any other permanent, clos'ed-in space on 
the upper decks, on the spar deck, available for cargo or stores, or for the 
berthing or accommodation of passengers or crew, the tonnage of such 
space shall be ascertained as follows : 

Measure the internal mean length of such space in feet, and divide it 
into an even number of equal parts of which the distance asunder shall 
be most nearly equal to those into which the length of the tonnage-deck 
has been divided ; measure at the middle of its height the inside breadths, 
namely, one at each end and at each of the points of division, numbering 
them successively, one, two, three, etc. ; then to the sum of the end 
breadths add four times the sum of the even numbered breadths, and 
twice the sum of the odd numbered breadtbs, except the first and last, and 
multiply the whole sum by one-third of the common interval between the 
breadths j the product will give the mean horizontal area of such space ; 
then measure the mean height between the planks of the decks, and mul- 
tiply by it the mean horizontal area ; divide the product by one hundred, 
and the quotient shall be deemed to be the tonnage of such space, and 
shall be added to the tonnage under the tonnage-decks, ascertained as 
aforesaid. 

MEASUREMENT OF THE THIRD OR SPAR-DECK. 

If a vessel has a third deck, or spar-deck, the tonnage of the space 
between it and the tonnage-deck shall be ascertained as follows : 

Measure in feet the inside length of the space, at the middle of its height, 
from the plank at the side of the stem, to the plank on the timbers at the 
stern, and divide the length into the same number of equal parts into which 
the length of the tonnage-deck is divided ; measure (also at the middle of 
its height) the inside breadth of the space at each of the points of division, 
also the breadth of the stem and the breadth at the stern ; number them 
successively, one, two, three, etc., commencing at the stem ; multiply the 
second, and all other even numbered breadths, by four, and the third, and 



125 

all the other odd numbered breadths (except the first and last), by two ; 
to the sum of these products add the first and last breadths, multiply the 
whole sum by one-third of the common intetval between the breadths, and 
the result will give, in superficial feet, the mean horizontal area of such 
space; measure the mean height between the plank of the two decks, and 
multiply by it the mean horizontal area, and the product will be the cubical 
contents of the space; divide this product by one hundred, and the quotient 
shall be deemed to be the tonnage of such space, and shall be added to the 
other tonnage of the vessel, ascertained as aforesaid. And if the vessel 
has more than three decks, the tonnage of each space between decks, above 
the tonnage deck, shall be severally ascertained in the manner above 
described, and shall be added to the tonnage of the vessel, ascertained as 
aforesaid. 

TONNAGE OF OPEN VESSELS, HOW ASCERTAINED. 

In ascertaining the tonnage of open vessels, the upper edge of the upper 
strake is to form the boundary line of measurement, and the depth shall be 
taken from an athwartship line, extending from upper edge of said strake 
at each division of the length. 

REGISTERED TONNAGE TO BE CARVED ON THE MAIN BEAM. 

The register of the vessel shall express the number of decks, the tonnage 
under the tonnage-deck, that of the between-decks, above the tonnage- 
deck; also that of the poop or other inclosed spaces above the deck, each, 
separately. In every registered United States ship or vessel the number 
denoting the total registered tonnage shall be deeply carved or otherwise 
permanently marked on her main beam, and shall be so continued ; and if 
it at any time cease to be so continued, such vessel shall no longer be 
recognized as a registered United States vessel. 

CHARGE FOR MEASURING AND CERTIFICATE. 

Sec. 4. And be it further enacted, That the charge for the measurement 
of tonnage and certifying the same shall not exceed the sum of one dollar 
and fifty cents for each transverse section under the tonnage-deck; and the 
sum of three dollars for measuring each between-decks above the tonnage- 
deck ; and the sum of one dollar and fifty cents for each poop, or closed-in 
space available for cargo or stores, or for the berthing or accommodation 
of passengers, or officers and crew, above the upper or spar-deck. 

ACT NOT TO APPLY TO VESSELS NOT REQUIRED TO BE REGISTERED OR 

ENROLLED. 

Sec. 5. And be it further enacted, That the provisions of this act shall 
not be deemed to apply to any vessel not required by law to be registered 
or enrolled, or licensed, and all acts and parts of acts inconsistent with the 
provisions of this act are hereby repealed. 

Approved May 6, 1864. 

17 



126 



THOMPSON'S COAST PILOT. 



FEES OF CUSTOM HOUSE OFFICERS— IMPORTANT 
TO BUSINESS MEN. 
A copy of the new law to regulate the fees of custom house officers, 
passed March 3d, has been received by the authorities in this city. The 
provisions of law are very important to those doing business at the custom 
house. The following are the amounts of fees allowed : For certificate of 
registry, $1 ; certificate of enrollment, including bond on vessel not exceed- 
ing 50 tons, $1; under 150 tons, $1.50; over 150 tons, $2 license, $1 to 
$1.50, according to the tonnage ; indorsement or license of charge of mas- 
ter, 50 cents ; certificate of manifest, 25 and 50 cents, according to tonnage ; 
receiving certified manifest, and granting permit to unload, etc., 25 cents to 
$1, according to tonnage; entry of a vessel from a foreign port, 50 cents to 
$1, and the same fee for clearance of like vessels; receiving manifest of 
goods, brought into the United States from foreign countries by land vehi- 
cles, and permits, 25 cents ; passenger baggage arriving by the same means, 
25 cents ; granting permit to a vessel not belonging to a citizen of the 
United States, to go from one district to another, $2 ; entry of goods 
imported from a foreign country, including official certificate, etc., 50 cents, 
and for every post entry, 40 cents ; permit to load goods not provided for 
above, 25 cents; official bonds, 25 cents to $1 ; bill of health, 25 cents; crew 
list, $1 ; protection, 50 cents; recording bills of sales, etc., 50 cents each, 
and certified copies the same ; recording certificates for discharging and 
canceling conveyances, 50 cents. 



TABLE OF DISTANCES AT WHICH OBJECTS CAN 

BE SEEN AT SEA. 

According to their respective elevations and the elevation of the eye of the observer. 



a 


les. 


00 

11 


« 


* 

2 


ilea. 


SJ 


to 


V 


* 


.2 2 


cl 


£ 


.2 "2 


. S 2 




.2 2 


q g 


£ 

50 

"2 




SI 


.2 

oq 
I 


» SB 

' 2"S> 

.22 ^ 


a> b 

fi 


'53 




"a "3 

2 s 

so fc^ 


W 


s 


« 


m 


ft 


Q 




a 


§ 


5 


2.958 


2.565 


70 


11.067 


9.598 


250 


20.916 


18.14 


10 


4.184 


3.628 


75 


11.456 


9.935 


300 


22.912 


19.87 


15 


5.123 


4.443 


80 


11.832 


10.26 


350 


24.748 


21.46 


20 


5.916 


5.130 


85 


12.196 


10.57 


400 


26.457 


22.94 


25 


6.614 


5.736 


90 


12.549 


10.88 


450 


28.062 


24.33 


30 


7.245 


6.28 '> 


95 


12.893 


11.18 


500 


29.580 


25.65 


35 


7.826 


6.787 


100 


13.228 


11.47 


550 


31.024 


26.90 


40 


8.366 


7.255 


110 


13.874 


12.03 


600 


32.403 


28.10 


45 


8.874 


7.696 


120 


14.490 


12.56 


650 


33.726 


29.25 


50 


9.354 


8.112 


130 


15.083 


13.08 


700 


35.000 


30.28 


55 


9.811 


8.509 


140 


15.652 


13.57 


800 


37.416 


32.45 


60 


10.246 


8.886 


150 


17.201 


14.91 


900 


39.836 


34.54 


65 


10.665 


9.249 


200 


18.708 


16.22 


1000 


41.833 


36.28 



THOMPSON 8 COAST PILOT. 



127 



Rule. — If the distance at which a light of a given height can be seen by 
a person on a given level be required, it is only needful to add tegether the 
two numbers in the column of distances corresponding to those in the col- 
umn of heights, which represent respectively the height of the observers 
eye and the height of the focal plane above the sea. When the height 
required to render a light visible at a given distance is required, we must 
first seek for the number corresponding to the height of the observer's eye, 
and deduct this from the whole proposed range of the light, and opposite 
the remainder in the column of distances, seek for the corresponding num- 
ber in the column of heights. A tower, 100 feet high, will be visible to an 
observer, whose eye is elevated 15 feet above the water, 16 nautical miles, 
thus from the table : 

Example. — 15 feet elevation, distance visible, 4.443 nautical miles. 
100 " " " " 11.47 



15.913 



TABLE OF THE ANGLES WHICH EVERY POINT 
AND QUARTER POINT OF THE COMPASS 
MAKES WITH THE MERIDIAN. 



Pts. 


o 


r 


tr 


Pts. 


o 


/ 


ft 


Pts. 


o 


t 


tr 


Pts. 


o 


/ tt 


i 


2 


48 


45 


a* 


25 


18 


45 


k 


47 


48 


45 


H 


70 


18 45 


* 


5 


37 


30 


m 


28 


07 


30 


U 


50 


37 


30 


U 


73 


07 30 


£ 


8 


26 


15 


2f 


30 


56 


15 


U 


53 


26 


15 


6f 


75 


56 15 


1 


11 


15 


00 


3 


33 


45 


00 


5 


56 


15 


00 


7 


78 


45 00 


1* 


14 


03 


45 


8* 


36 


33 


45 


5* 


59 


03 


45 


n 


81 


33 45 


H 


16 


52 


30 


3* 


39 


22 


30 


5* 


61 


52 


30 


71 


84 


22 30 


if 


19 


41 


15 


3* 


42 


11 


15 


m 


64 


41 


15 


n 


87 


11 15 


2 22 


30 


00 


4 


45 


00 


00 


6 


67 


30 


00 


8 


90 


00 00 



THE LAKE COASTING TRADE. 

The bill for the regulation of the lake coasting trade, recently 
passed in the Senate, provides that the master of every vessel 
enrolled or licensed to engage in foreign and coasting trade on 
the northern, northeastern and northwestern frontiers of the 
United States, shall, before the departure of his vessel from a 
port in one collection district to a port in another collection 
district, present to the collector duplicate manifests, and obtain 



128 

a certificate of clearance ; and, in case he shall touch at any 
intermediate point in the United Slates and there discharge the 
cargo taken on board at an American port, not having touched 
at any foreign port or place, the master shall not be required to 
report such landing or unloading at the intermediate ports, but 
shall enter the same on his manifest obtained at the original 
port of departure, which he shall deliver to the collector ol 
the port where the unloading of the cargo is completed, or if 
there be no custom house at such port he shall deliver the said 
manifest to the proper customs officer at the port where he 
next arrives, in both cases making oath to its correctness, and. 
delivering it within twenty-four hours after arrival ; provided, 
that masters of vessels with cargo and passengers from any for- 
eign port shall obtain a permit and comply with existing laws 
before landing the same ; that merchandise destined for a for- 
eign port shall be reported as now required by law, and that no 
permit shall be required for unloading a cargo brought from an 
American port. 

Masters of vessels arriving from a port where there is 
no custom-house, at one where there is a custom-house, 
are required to deliver to the latter a manifest sub- 
scribed on oath, setting forth the cargo, laden at the place of 
departure, and laden or unladen at intermediate ports. Steam 
tugs duly enrolled and licensed on the above frontiers, when 
exclusively employed in towing vessels, shall not be required to 
report and clear at the custom-house, provided that when said 
steam tugs shall be employed in towing rafts or other vessels 
without sail or steam motive power, not required to be enrolled 
or licensed, they shall be required to report and clear in the 
same manner as provided in the act for other vessels. Failure 
to comply with the foregoing requirements subjects a master 
of an enrolled or licensed vessel engaged in the above named 
trade to a fine of $100 for each forfeiture or neglect, for which 
sum the vessel shall also be liable. False swearing or affirma- 
tion on the part of a master or owner in filling up the pre- 
scribed forms, is made punishable by all the penalties provided 
for perjury by existing laws. 

It is also enacted that vessels departing or arriving from a 



129 

port in one district from or at a port in an adjoining district, 
and between the ports of entry thereof touching at interme- 
diate foreign ports, shall be exempted irom the payment of 
entrance fees. 



FOG HORN, AS RECOMMENDED BY COMMITTEE 
LAKE UNDERWRITERS. 

(These Rules, if properly followed, would save a great many collisions, lives 
and property.) 

When a vessel is sailing on the larboard tack, wind abeam or 
forward of abeam, sound one distinct blast from the horn, at 
sufficient intervals to be understood. When on the starboard 
tack, wind abeam or forward of abeam, two distinct blasts. 
When the wind is abalt the beam to four points of abeam on 
starboard side, sound three distinct blasts. When further aft on 
either quarter to dead aft, sound four distinct blasts. When 
abatt the beam on the larboard side to four points of abeam, 
sound five distinct blasts. 



NOTES AND REMARKS ON THE BAROMETER. 

When the mercury falls in the barometer it announces rain or 
wind, or in general what is called bad weather; and, on the 
contrary, when it rises, it anuounces fair weather. 

When the mercury falls in frosty weather, either snow or a 
thaw may be expected ; but if it rises in the winter, with a 
north or east wind, it generally betokens frost. 

If the mercury sinks slowly, we may expect rain, which will 
probably be of some continuance ; but if it rises gradually, we 
may expect fine weather that will be lasting. 

When the barometer is fluctuating, rising and falling sud- 
denly, the weather may be expected like it — changeable. 
When the mercury falls very low, there will be much rain ; but 
if its fall is low and sudden, a high wind frequently follows. 
When an extraordinary fall of the mercury happens, without 
any remarkable change near at hand, there is some probability 
of a storm at a distance. 



130 

In very warm weather, the fall of the mercury indicates 
thunder. The barometer will descend sometimes as an indica- 
tion of wind only, and sometimes rise when the wind is to the 
north or east. 

A NE wind generally causes the barometer to rise, and it is 
generally low with a SW wind. 

An extraordinary fall of the mercury will sometimes take 
place in summer previous to heavy showers, attended with 
thunder ; but in spring, autumn and winter, it indicates violent 
winds. 

The mercury -is higher in cold than in warm weather, and 
lower at noon and midnight than at any other period of the 
day. 

The mercury generally falls at the approach of new and full 
moon, and rises at the quadratures. 

Before high tides, there is almost always a great fall of the 
mercury; this takes place oftener at the full than at the new 
moon. 

The greatest changes of the barometer commonly take place 
during clear weather with a north wind, and the smallest risings 
during cloudy, rainy or windy weather, with a south or nearly 
south wind. 

The words generally engraved on the plate of the barometer 
rather serve to mislead than to inform ; for the changes of 
weather depend rather on the rising and falling of the mercury, 
than on its standing at any particular height. When the mer- 
cury is as high as " fair," and the surface of it is concave (which 
is the case when it begins to descend), it very often rains ; and, 
on the contrary, when the mercury is opposite " rain," and the 
surface convex (which is the case when it begins to ascend), 
fair weather may be expected. These circumstances not being 
duly attended to, may be said to be the principal cause of many 
people not having a proper confidence in this instrument. 

For sea service, it would be as well to read off the barometer 
at least three times a day, viz., at 8 a. m., noon, and 8 p. m. ; 
and oftener if bad weather. 

In Europe, if the alteration in the quicksilver should be in 
as great a proportion as six-tenths of an inch to twenty-four 



Thompson's coast pilot. 131 

hours, sudden but not lasting changes of weather may be 
expected. If the alteration should be gradual, probably in 
the proportion of two or three-tenths to twenty-four hours, the 
weather indicated will be likely to last. 

One-fifth of the variation of the barometer in any climate 
may be considered as an indication of sudden change. 

If wind should follow rain, the wind may be expected to 
increase. 

Rain following wind is likely to lull it, and the wind may be 
expected to abate. 



EXPLANATION OF THE ANEROID BAROMETER. 

The graduation and figuring on the dial represents the per- 
pendicular scale of the mercurial barometer. The falling of 
the barometer is understood to be the passage of the long or 
steel index from the higher to the lower number of figures, 
wbich movement comes under the same atmospheric change 
in which the mercury passes over part of its scale. The short 
pointer is simply a register, and is only movable with the 
fingers, to be placed over the steel index, thus enabling the 
observer to see more readily any movement ot the index. 



RULES FOR BAROMETRICAL OBSERVATION. 

1st. There is no point at which the barometer must stand 
to indicate rain or wind. 

2d. The judgment must be governed by the rising or falling 
of the barometer. 

3d. The falling of the barometer indicates the approach of 
a storm, the extent of which will be proportionate to the 
amount and rapidity of the fall. 

4th. Showers. — The barometer falls previously from four 
to twelve-hundredths of an inch, varying in time, from one to 
three hours. The greater and more rapid the fall, the more 
violent will be the shower, accompanied more or less with 
wind. 



139 

5th. Northeasterly storms. — The barometer falls previously 
from lour to eight-tenths of an inch, varying in time from one 
to four hours, aud continues falling until the storm arrives at 
its crisis, when the barometer begins to rise and continues ris- 
ing until that part of the storm which comes from the NW 
passes off. 

6th. Southerly storms. — The barometer falls previously 
from one to four-tenths of an inch, varying in time from six to 
twelve hours. These storms generally precede unsettled 
weather; at such times the barometer continues low, and very 
slight additional depressions are followed by rain. 

A southerly storm is perhaps the most difficult to judge of 
by appearances, as appearances change so frequently without 
any real change in the atmosphere. During this class of storms, 
the utmost confidence should be placed in the barometer. 
After the first indication as above, and the barometer does not 
rise, but remains stationary, it is strong indication that the 
storm has not all passed. 

The foregoing rules are the result of long and careful obser- 
vation. It must be remembered that storms occur under 
different circumstances in different parts of the globe, yet, tak- 
ing the first three of the above rules as a basis of calculation, a 
short experience, with the exercise of the judgment, will enable 
.one to determine very correctly concerning approaching changes 
in the weather. 



A LUNAR TIDAL WAVE IN THE NORTH AMERICAN 

L^KES. 

Extract from a paper read by Lieut.-Co]. Graham, before the American Association for 
the Advancement of Science, August, 1S60. 

" Much has been written at various periods, on the fluctua- 
tions in the elevation of the surface waters of the great fresh 
water lakes of North America. Valuable and interesting 
memoirs have appeared from time to time in the American 
Journal of Science and Arts, published monthly at New Haven, 
Connecticut, within the last thirty years, on this subjtct, writ- 
ten by the late Brevet Brigadier-General Henry Whiting, of 



Thompson's coast pilot. 133 

the United States Army, when a captain, by Major Lachlan, 
Charles Whittlesey, Esq., and others. The observations con- 
tained in their memoirs have, however, been directed chiefly to 
investigations of the extent of the secular and annual varia- 
tions in elevation of the surfaces of these lakes. 

" The learned Jesuit fathers of the time of Marquette, a 
period near two centuries ago, and at later periods the Baron 
de la Hontan, Charlevois, Carver, and others, noticed in their 
writings the changes of elevation, and some peculiar fluctua- 
tions which take place on these inland seas. In the specula- 
tions indulged in by some of these writers, a slight lunar tide 
is sometimes suspected, then again such an influence on the 
swelling and receding waters is doubted, and their disturbance 
is attributed to the varying courses and forces of the winds. 

"But we have nowhere seen that any systematic course of 
observation was ever instituted and carried on by these early- 
explorers, or by any of their successors who have mentioned 
the subject, giving the tidal readings at small enough intervals of 
time apart, and of long enough duration to develop the problem 
of a diurnal lunar tidal wave on these lakes. The general idea 
has undoubtedly been that no such lunar influence was here 
perceptible. 

" In April, 1854, I was stationed at Chicago, by the orders of 
the Government, and charged with the direction of the harbor 
improvements on Lake Michigan. In the latter part of August 
of that year, I caused to be erected at the east or lakeward 
extremity of the North Harbor pier, a permanent tide-gauge 
for the purpose of making daily observations of the relative 
heights and fluctuations of the surface of this lake. The position 
thus chosen for the observations, projects into the lake, entirely 
beyond the mouth of the Chicago River, and altogether out of 
the reach of any influence from the river current, upon the 
fluctuations of the tide-gauge. It was the fluctuations of the 
lake surface alone that could affect the readings of the tide- 
gauge. 

" On the first day of September, 1854, a course of observa- 
tions was commenced on this tide-£jauge, and continued at least 
once a day, until the 31st day of December, inclusive, 1858. 

18' 



134 Thompson's coast pilot. 

During each of the first three winters a portion of the daily 
observations was lost, owing to the tide-gauge being frozen fast 
in its box, but they constituted only a small number in propor- 
tion to that embraced in the series. During the subsequent 
winters, artificial means were resorted to, to prevent this 
freezing. 

" These observations were instituted chiefly for the purpose 
of ascertaining with accuracy the amount of the annual, and 
also of the secular variation in the elevation of the lake sur- 
face, with a view to regulating the heights of break-waters and 
piers to be erected for the protection of vessels, and for 
improving the lake harbors." 

After a series of close observations, from 1854 to 1858, Lieut. - 
Colonel Graham observes : 

" The difference of elevation of the lake surface, between the 
periods of lunar low and lunar high-water at the mean spring 
tides, is here shown to be two hundred and fifty-four thous- 
andths (254) of a foot, and the time of high water at the full 
and change of the moon, is shown to be thirty (30) minutes 
after the time of the moon's meridian transit. 

" We therefore, in accordance with custom in like cases, indi- 
cate as the establishment for the port of Chicago, 

i Foot, 3*0. 

" Although this knowledge may be of but small practical 
advantage to navigators, yet it may serve as a memorandum of 
a physical phenomenon whose existence has generally hereto- 
fore been either denied or doubted. 

" "We think it probable that, if the effect of unfavorable winds 
and all other extraneous forces which produce irregular oscilla- 
tions in the elevation of the lake surface could be fully elimin- 
ated, a semi-diurnal lunar spring tide would be shown of as 
much as one-third of a foot for the periods of highest tides. 

" The time of low water and the relative times of duration 
of the flood and ebb tides are given only approximately. The 
extreme rise of the tide being so little, the precise time of the 
change from ebb to flood, and hence the duration of the flow 
of each, can only be accurately determined by numerous obser- 



135 

vations at short intervals, say three "to five minutes of time 
apart, from about an hour before to an hour after the actual 
time of low water. 

" In conclusion, we offer the above observations as solving 
the problem in question, and as proving the existence of a semi- 
diurnal lunar tidal wave on Lake Michigau, and consequently on 
the other great fresh water lakes of North America, whose 
co-ordinate of altitude is, at its summit, as much as .15 to .25 
(tVo to iVb") of a foot, United States measure." 



REMARKABLE PHENOMENON. 

Prof. Mather, who observed the barometer at Fort Wilkins* 
Copper Harbor, 47° 30' north lat., during the prevalence of one 
of these remarkable disturbances which are peculiar to all the 
Upper lakes, remarks : " As a general thing, fluctuations in the 
barometer accompanied the fluctuations in the level of the 
water, but sometimes the water level varied rapidly in the har- 
bor, while no such variation occurred in the barometer at the 
place of observation. The variation in the level of the water 
may be caused by varied barometric pressure of the air on the 
water, either at the place of observation or at some distant 
point. A local increased pressure of the atmosphere at the 
place of observation, would lower the water level where there 
is a wide expanse of water ; or a diminished pressure, under 
the same circumstances, would cause the water to rise above its 
usual level." 

In the summer of 1854, according to the report of Foster 
and Whitney, made to Congress in 1850, " an extraordinary 
retrocession of the waters took place at the Sault Ste. Marie. 
The river here is nearly a mile in width, and the depth of 
water over the sandstone is about three feet. The phenomenon 
occurred at noon ; the day was calm but cloudy ; the water 
retired suddenly, leaving the bed of the river bare, except for 
the distance of about twenty rods where the channel is deep- 
est, and remained so for the space of an hour. Persons went 
out and caught fish in the pools formed in the rocky cavities. 



136 

The return of the waters was sudden, and presented a sublime 
spectacle. They came down like an immense surge, roaring 
and foaming, and those who had incautiously wandered into the 
river bed, had barely time to escape being overwhelmed. 



RISING AND FALLING OF THE WATERS OF LAKE 
MICHIGAN. 

One of those singular oscillations in the lakes, or " Inland 
Seas," which have been observed occasionally from the time of 
the exploration of the Jesuit fathers, was witnessed recently 
in Lake Michigan. A variety of signs, such as the mirage of 
the distant shore, unusual depression of the barometer, and a 
sudden rise of the temperature from a cool, bracing air, to a 
sultry heat, indicated an unusual commotion in the atmospheric 
elements. About eleven o'clock a. m., when our attention was 
first called to the phenomenon, the waters of the lake had risen 
about thirty-one inches above the ordinary level, and in the 
course of half an hour they again receded. Throughout the 
whole day they continued to ebb and flow at intervals of fifteen 
or twenty minutes, and the current between the outer and inner 
breakwater, near the Illinois Central Railroad House, was so 
great at times that a row-boat made little or no headway against 
it. The extreme variation between high and low water was 
nearly three feet. The wind all day was off shore (from the 
southwest), the effect of which was to keep down the waters 
instead of accumulating them at this point. About eight 
o'clock in the evening it veered suddenly to the northwest, and 
blew a violent gale, accompanied by vivid electrical displays. 
This morning (Monday) we hear of telegraphic lines being pros- 
trated, of persons killed by lightning, etc., while the lake, 
although agitated, exhibits none of the pulsations of yesterday. 



137 



VALUABLE MARITIME SUGGESTIONS. 

HOW TO STEER A VESSEL OR STEAMBOAT WHEN THE RUDDER IS LOST 
OR DISABLED. 

Take one of the cable chains and pass it out over the center of 
the stern, through the rudder port. If there is no port, make a 
hole through, large enough for the chain to pass. Take a short 
spar or heavy plank or two, and lash it twenty feet from the 
end of the chain ; clap on guys fifteen feet from the inner end 
of the planks or spar, to each quarter, with tackles to them 
leading fore and aft. Keep paying out the guys and chain until 
the vessel answers to them, by steering, which she will do 
without any difficulty. The end of the chain hanging down 
from the after part of the planks or spar will balance them and 
hold considerable strain in the water. The spar or planks must 
be heavier according to the size of the chain and vessel. 

Another plan is, in case of disabling the rudder going over a 
bar, or striking rocks close in shore, to lower the stern boat 
down with the plug-out, clapping on guys as above ; but this 
method would have but little effect until the boat was full of 
water. 

TO TAKE IN A NEW MAST WITHOUT SHEERS. 

It often happens that a vessel may have to take in a new mast 
where there are no sheers to be got, or of sufficient size to do 
the work. In this case the following directions may be used 
successfully. Knock out the wedges ; take a thick oak plank 
and lay it on the deck, forward of the mast, securing it to the 
deck by spiking. Then clap on a tackle to the stay to bowse 
the mast-head forward; clap on two after guys to the mast- 
head, and lead them well aft on each side, and make them fast, 
so that they can be eased away when the mast-head is hauled 
forward. Clap on tackles, forward and aft, to the lower part of 
the mast, two or three feet from the deck, and two guys, one on 
each side, to the stanchions of the bulwarks ; make three or 
four small wedges of iron, sufficiently thick to relieve the saw 
in passing through the mast. Cut the mast, just level with the 
oak plank, and when through, bowse the heel of the mast for- 
ward on to the plank, securing it well with the guys and 



138 

tackles ; then bowse the head of the mast forward, so that the 
tackle from the mast-head will plumb the stump ; overhaul the 
tackle down, and make it fast to the stump ; haul it out, put it 
over the side, clap on to the new mast, hoist it in and step it in 
the place of the old one. Take the same tackle, shift it to the 
fore part of the new mast; clap on to the old one (now a der- 
rick) and send it over the side or on the dock, and it is done. 
The only precaution necessary is to keep the stay and alter- 
guys well taut. The standing rigging needs no slacking until 
you want to send the old spar over the side. This is a good, 
safe way of taking in a new mast and getting out an old one, 
when the lower part of the mast is of no service, or no sheers 
are at hand. 

LEE WAT. 

The quantity of lee way to be allowed will depend upon a 
variety of circumstances, as the mould and trim of a vessel, the 
quantity of sail carried, her velocity through the water, etc., 
hence no general rules can be laid down with accuracy that 
will determine the quantity of lee way in all cases. The fol- 
lowing have, however, been usually given by most practical 
navigators for a full-rigged ship. Our lake vessels, with center- 
boards, make more lee way in heavy weather than standing- 
keel vessels, of a greater draught of water. 

Rules. — When a ship is close hauled, with all her sails set, 
the water smooth, and a light breeze of wind, she is then sup- 
posed to make little or no lee way. 

When top-gallant sails are stowed, allow one point. 

When under close reefed top-sails, allow two points. 

When one top-sail is stowed, allow two and a half points. 

When both top-sails are stowed, allow three and a half points. 

When the fore-course is stowed, allow four points. 

When under the main-sail only, allow five points. 

When under a balance mizzen, allow six points. 

When under bare poles, allow seven points. 

As these allowances depend entirely upon the quantity of 
sail set, without regard to any other circumstances, it is evident 
that they can be considered only as probable conjectures, and 
may, indeed, serve to make up a day's work. But since the 



139 

computation of a ship's way depends much upon the accuracy 
of this allowance, it would be proper for the officer of the 
watch to note this on a log slate every four hours. The lee 
way may be estimated by observing the angle which the wake 
of the vessel makes with the point right astern, by means of a 
semi-circle marked on the taffrail, and divided into points and 
quarter points, by means of which the angle contained between 
the direction of the wake and the points of the compass directly 
astern, may be easily ascertained. The lee way thus deter- 
mined is to be allowed on all courses steered to the right hand, 
when the port tacks are aboard, but to the left when the star- 
board tacks are aboard. 

HOW TO JUDGE WEATHER BY THE SKY. 

The color of the hky, at particular times, affords wonderfully 
good guidance. Not only sunset presages fair weather, but 
there are other tints which speak with equal clearness and accu- 
racy. A bright yellow sky in the evening indicates wind ; a 
pale yellow, wet ; a neutral gray color constitutes a favorable 
sign in the evening and an unfavorable one in the morning. 
They are full of meaning in themselves. If their forms are soft, 
underlined and feathery, the weather will be fine ; if the edges 
are hard, sharp and definite, it will be foul. Generally speak- 
ing, any deep, unusual hues betoken wind and rain; while the 
more quiet and delicate tints bespeak fair weather. Simple as 
these maxims are, the British Board of Trade has thought fit 
to publish them for the use of seafaring men. 

RECIPES FOR BLACKING SHIPS' STANDING RIGGING. 

To half a barrel of tar add six gallons of whisky, four 
pounds of litharge, four pounds of lamp black, two pails of 
boiling beef pickle, or hot salt water ; mix well together and 
apply immediately. 

For Making Black Varnish, No 1. — Two pounds of gum 
shellac, two pounds of umber, one gallon linseed oil, and a 
quarter pound of lamp black ; boil together for four hours over 
a slow fire. 

For Making Black Varnish, No. 2. — One gallon spirits tur- 
pentine, one pound and four ounces of rosin, one pound and 



140 

four ounces lamp black, and one quart of linseed oil ; to be 
boiled on a slow fire for half an hour, then used or laid on cold. 

For Making Liquid Blacking. — Four ounces of ivory black, 
five or six tablespoonfuls of molasses, one and a half ounces oil 
vitriol, one and a half ounces of sweet oil, and six gills of vin- 
egar. Alter mixing the ingredients well together, and stirring 
them frequently, the blacking will be fit for use. 

To Make the Best Drying Oil. — Mix one pound of litharge 
of gold to every six gallons of oil (linseed); boil it over a slow 
fire, but not too much, lest it prove too thick and be unservice- 
able. 

TO MARK A LEAD LINE. 

At two fathoms, black leather, split once; at three fathoms, 
black, split twice, leaving the lower end out about two inches, 
which forms three pieces ; at five fathoms, a white rag ; at seven 
fathoms, a red rag of bunting; at ten fathoms, a piece of leather, 
with a hole in it ; at thirteen, the same as three ; at fifteen the 
same as five; at seventeen, the same as seven; at twenty fath- 
oms, two knots. Deep sea lead lines are marked the same as 
far as twenty fathoms ; then add one knot for every ten fath- 
oms, and a small strip of leather lor every five fathoms. 

MARKS AND DEEPS OF THE LEAD LINE. 

Mark two, mark three, deep lour, mark five, oleep six, mark 
seven, deep eight, and nine, mark ten. 

In heaving the lead, if any of the marks are even with the 
water's edge, the man heaving sings out whatever mark is 
shown, and if it is a quarter less, he says, quarter less five, or 
whatever it may be. If a quarter or half over any of the marks 
or deeps, he sings out accordingly, and a quarter five or a half 
five, etc. 

" To heave the lead the seamen sprung, 
And to the watchful pilot sung — 
Quarter less five." 

T. S. T. 

Visibility. — The windows of a large house can be counted 
about 13,000 leet or 2£ miles ; men and horses at 1£ miles, as 
points. A horse can be clearly distinguished at 4,000 feet. 
The movements of men at 2,600 feet, or £ a mile. An Arabic 
mile is when you cannot tell a man from a woman, in clear 
weather, with good eyes. 



THOMPSON'S COAST PILOT. 



14:1 



Velocity of Wind. — A gentle, pleasant wind has a velocity of 
ten feet per second ; a brisk gale twenty feet per second ; a 
very brisk gale thirty feet per second ; a high wind fifty feet 
per second ; a very high wind seventy feet per second ; a storm 
or tempest eighty feet per second ; a great storm one hundred 
feet per second ; a hurricane one hundred and twenty feet per 
second ; a violent hurricane, that tears up trees, etc., one hun- 
dred and fifty feet per second. 



ESTIMATED WEIGHT OF CORDAGE. 

WEIGHT OF 100 FATHOMS EACH SIZE. 
(Hawser laid Rope will weigh one-sixth less.) 



Size. 


Manilla. 


Tarred He 


mp Size. 


Manilla 


„ Tarred Hemp 




Cordage 


Cordage 




Cordage. 


Cordage. 


li 


40 lbs. 


45 lb 


s. 41 


360 lbs. 


465 lbs. 


i£ 


50 " 


60 ' 


^ 


400 " 


500 < 




if 


67 " 


80 ' 


5 


500 " 


650 * 




2 


83 " 


100 ' 


5i 


600 " 


750 * 




21 


100 " 


125 ' 


6 


720 " 


920 ' 




2i 


125 " 


150 ' 


«* 


850 " 


1,050 ' 




n 


150 " 


190 < 


7 


1,000 " 


1,250 « 




3 


180 " 


225 < 


n 


1,150 « 


1,400 « 




Si 


210 " 


270 < 


8 


1,300 " 


1,600 ' 




H 


250 " 


300 ' 


Si 


1,450 " 


1,850 « 




H 


280 " 


360 ' 


9 


1,650 " 


2,100 « 




4 


320 " 


415 « 









19 



142 



THOMPSON'S COA8T PILOT. 



O Tf O © © Tf JO 
© I 00 i-t i> I t> 

"^ T-! © I TH T-l <N 



IS 



0Q 



«e 
p 

o 
o 
Eh 

CO 



© 
-t-> 

a> 

no* 



-3 



a 

a 

'3 

3 



■a 



o 

oo 


© 


se 


M 


JO 

© 


© 


O 
JO 

o* 




■— 













©©-<*■'# jo 

O 1-4 00 I « 

th ■** ! £- CO <N 



3 » 



© © © 

IO tH i> 

Oi I tm 



O* O 

I o 
i-i O* 



<N CO © tJ< io 

JO T-1 T-l I i> 

© I o T-« Tf 

CO 



© © t* -* OJ JO © 
t- tH 00 I CO JO , 

£» CO O tH 



^ li 



© GO 

i-l £> *> 



© co © oo © oj 

©3 i-H -r- I CO I 

© JO CO i-l 



~ CO 



(SJ © -* 

69-H « 



CO tH i-H 



© oo © 

© i CO 

JO CO 



5 



© -* 00 © 

i-l OT> I © 

l <m 66 

© 



© oo" © 

T-l I © 

CO 



© © 

P GO CO 

O © © 

H m « 



£ & 



as X 



© 


3 


g 


so 


8 


*? 


JO 


o> 


IM 


1 


a; 




JO 


rt 


iH 


«# 


© 


cm 


t* 




© 


© 


© 


CO 


o> 


fN 


R 


© 




c> 




<t 








© 




CO 




JO 


n 


T^ 


CO 


_ 


(N 


r- 





o* © 



GO © © © 
I CO T-4 -«* 

JO CO I CO i-( io 



TH W 



cq 



o a o oo w tji 

© 1-! © I i> I 

© I oo CO © tH 

° w rt « j. 



R 


1 


io 


© 


2 


"* 


JO 


00 




cc 


1 


© 


lH 


t* 




- 


C} 


•o 


^ 


i> 




© 


7> 


SQ 


■^ 


© 


r- 


© 


© 




n 


1 


7 




JO 


£~ 


l-H 


CO 


T-1 


© 




"tf 




~ 


<M 


? 


T ~ l 






© 


© 


© 


rtt 


© 


r- 


JO 


© 


— 


"* 


1 


Of) 




o> 


r* 




■?> 




© 




T^ 




*> 


(N 


iH 


tH 








i — i 












© 


© 


© 


5Q 


© 


«rrt 


© 


JO 




x-n 


tH 


IO 






© 




">> 


1 


*# 


co 


■** 




i> 


C5 


CO 




© 






tH 




r— 








© 


3 


w 


© 


© 


-f : 


JO 


© 


h- 


H 


IO 




» 


© 


© 




^t- 








- 


CO 


cc 




© 





© 00 CO X' 
JO I J> I 

JO CO © tH 



© CO © 

© I JO 

^ H Kl 



CO ^ TH 



© © -H 00 

© TH © I 

JO I © i-l 

10 T- ' 



© <M JO 
© I OJ 

^ tH CO 



l-H " © 



© © -rH © 

JO i-l © tH 

-* I OS I 

JO ^ T-l' 



© ■* © 
*> i © 

T-i l-H oo 



pq 



©^ 

© c3 

•* © 



© ri 

w & 

be 
o 



^ o 
J2*5 



> ^ 



82 o 

t5 « 



1 § 



d© © 

go © 
2 o? o^ 



is 



-+3 <— I r-l 



° O 
be | 

85 

h5 02 



o 

-.£ 

© p 
- - 
ao 



u , f 

-e a ° 

rO«2 © 



EXPLANATION OF NAUTICAL TERMS. 



Aback ; the situation of the sails when their surfaces are pressed aft 
against the mast by the force of the wind. 

Abaft, or aft ; the sternmost part of the ship. Carry aft anything ; that 
is, carry towards the stern. The mast rakes aft ; that is, hangs towards the 
stern. "How cheer ye fore and aft ?" that is, how fares all the ship's com- 
pany? 

Abaft the beam, denotes the relative situation of any object with the ship, 
when the object is placed in any part of that arc of the horizon which is 
contained between a line at right angles with the keel, and that point of 
the compass which is directly opposite to the ship's course. See Bearing. 

Aboard; the inside of a ship. " Aboard tlie main tack/" the order to draw 
the lower corner of the mainsail down to the chess-tree. 

About ; the situation of a ship as soon as she has tacked, or changed her 
course. 

" About ship /" the order to the ship's crew to prepare for tacking. 

Abreast; the situation of two or more ships, tying with their sides par- 
allel, and their heads equally advanced ; in which case they are abreast of 
each other. 

Adrift; the state of a ship broken from her moorings, and driving about 
without control. 

Afloat ; buoyed up by the water from the ground. 

Afore ; all that part of a ship which lies forward, or near the stem. It 
also signifies farther fomcard. 

After ; a phrase applied to. any object in the hinder part of the ship, as 
the after-hatchway, the after-sails, etc. 

Aground; the situation of a ship when her bottom, or any part of it, 
rests on the ground. 

Ahead; anything which is situated on that point of the compass to 
to which a ship's stem is directed, is said to be ahead of her. See Bearing. 

A-hull; the situation of a ship when all her sails are furled, and her 
helm is lashed to the lee side ; by which she lies nearly with her side to 
the wind and sea, her head being somewhat inclined to the direction of the 
wind. 

A-lee ; the position of the helm when it is put down to the lee side. 

All in the wind ; the state of a ship's sails when they are parallel to the 
direction of the wind, so as to shake or shiver. 



144 

"All hands ahoy!" the call by which all the ship's company is sum- 
moned upon deck. 

Aloft; up in the tops, at the mast-heads, or anywhere about the higher 
rigging. 

Alongside ; side by side, or joined to a ship, wharf, etc. 

Along shore; along the coast ; a course which is in sight of the shore, and 
nearly parallel to it. 

Aloof; at a distance. Keep aloof; that is, keep at a distance. 

Amain; the old term for yield, used by a man-of-war to an enemy; but 
it now signifies anything done suddenly, or at once, by a number of men. 

Amidships ; the middle of a ship, either with regard to her length or 
breadth. 

Anchor; the instrument by which a ship is held. The anchor is foul ; 
that is, the cable has got about the fluke of the anchor. The anchor is 
a-peak; that is, directly under the hawse-hole of the ship. The anchor is 
a-cock-bill ; that is, hangs up and down the ship's side. 

An-end; the position of any mast, etc., when erected perpendicularly on 
the deck. The top-masts are said to be an-end when they are hoisted up to 
their usual station. 

A-peak; perpendicular to the anchor, the cable having been drawn so 
tight as to bring the ship directly over it. The anchor is then said to be 
a-peak. 

Aslwre ; on the shore, as opposed to aboard. It also means aground. 

Astern ; any distance behind a ship, as opposed to ahead. See Bearing. 

At anchor ; the situation of a ship riding by her anchor. 

Athwart; across the line of a ship's course. Athwart hawse; the situa- 
tion of a ship when driven by accident across the fore part of another, 
whether they touch or are at a short distance from each other ; the trans- 
verse position of the former being principally understood. Athicart tJie 
fore-foot ; when any object crosses the line of a ship's course, but ahead of 
her, it is said to be athwart ifie fore-foot. Athwart-ships ; reaching, or in a 
direction, across the ship from one side to the other. 

Atrip ; when applied to the anchor, it means that the anchor is drawn 
out of the ground, and hangs in a perpendicular direction, by the cable or 
buoy-rope. The topsails are said to be atrip when they are hoisted up to 
the mast head, or to their utmost extent. « 

"Avast/" a term used for Stop! or Stay ! as " Avast heaving /" do not 
heave any more. 

Aweigh; the same as atrip, when applied to the anchor. 

Awning ; a shelter or screen of canvas, spread over the decks of a ship, 
to keep off the heat of the sun. Spread the awning ; extend it so as to 
cover the deck. Furl the awning ; that is, roll it up. 

To Back the Anchok ; to carry out a small anchor ahead of the large 



Thompson's coast pilot. 145 

one, in order to support it in bad ground, and to prevent it from loosening 
or coming home. 

To back astern, in rowing, is to impel the boat with her stern foremost, 
by means of the oars. 

To back the sails; to arrange them in a situation which will occasion the 
ship to move astern. 

To bagpipe the mizzen ; to lay it aback, by bringing the sheet to the miz- 
zen shrouds. 

To balance ; to contract a sail into a narrower compass, by folding up a 
part at one corner. Balancing is peculiar only to the mizzen of a ship, 
and the mainsail of those vessels wherein it is extended by a boom. 

Bale — Bale the boat ; that is, throw the water out of her. 

Ballast is either pigs of iron, stones, or gravel, which last is called shin- 
gle ballast; and its use is to bring the ship down to her bearings in the 
water, which her provisions and stores will not do. Trim the ballast; that 
is, spread it about, and lay it even. The ballast shoots; that is, it shifts, 
or runs over from one side of the hold to the other. 

Bare poles; when a ship has no sail set, she is under bare poles. 

Barge, a caravel-built boat, that rows with ten or twelve oars. 

Batten, a thin piece of wood. Batten down the hatches, is to lay battens 
upon the tarpaulins, which are over the hatches, in bad weather, and nail 
them down, that they may not be washed off. 

Beacon, a post or stake erected over a shoal or sand-bank, as a warning to 
seamen to keep at a distance ; also, a signal placed at the top of hills, etc. 

Beams, strong pieces of timber, stretching across a ship, side to side, to 
support the decks, and retain the sides at their proper distance. 

'■'■Bear a hand!" make haste, dispatch. 

Bearing signifies the point of the compass which any two or more places 
bear from each other, or how any place bears from the ship by the com- 
pass ; or it may be said to bear on the beam, abaft the beam, on the bow, 
the head, or stern, etc. 

Bearings of a ship, are that line which is formed by the water upon her 
sides when she is at anchor, with her proportion of ballast and stores on 
board. To bear to, is to sail into a harbor, etc. Bear round up, that is, put 
her right before the wind. Bring your guns to bear, is to point them to the 
object. 

To bear in with the land, is when a ship sails towards the shore. 

To bear off, to thrust or keep off from the ship's side, etc., any weight, 
when hoisting. 

Bearing up, or bearing away, the act of changing the course of a ship, in 
order to make her run before the wind, after she has sailed some time with 
a side wind, or close-hauled. It is generally performed to arrive at some 
port under the lea, or to avoid some imminent danger, occasioned by a vio- 
lent storm, leak, or enemy in sight. 



146 

Beating to windicard. the making' a progress against the direction of the 
wind, by steering alternately close-hauled on the starboard and port tacks. 

To becalm, to intercept the current of the wind, in its passage to a ship 
by any contiguous object, as a shore above her sails, a high sea behind, etc., 
and thus one sail is said to becalm another. 

Before the beam, denotes an arc of the horizon comprehended between 
the line of the beam, which is at right angles to the keel, and that point of 
the compass on which the ship stems. See Bearing. 

Belay, to make fast any running rope, as, Belay the main brace, or, make it 
fast. 

Bend, to apply to, and fasten ; as, Bend the sails — apply them to the 
yards and fasten them. Unbend the sails, that is, cast them off, and take 
them from the yards. Her sails are unbent, she has none fixed. Bend the 
cable, make it fast to the anchor. 

Beneaped. See Neaped. 

Berth; a place ; as the skip's berth; the place where she is moored. — An 
officer's berth; his place in the ship to eat or sleep in. — Berth the ship's com- 
pany; that is, allot to them their places to mess in. Berth the hammocks; 
point out where each man's hammock is to hang. 

Between decks, the space contained between any two decks of a ship. 

Bight of a rope; the double part of a rope when it is folded. — Bight; a 
narrow inlet of the sea. 

Bilge; to break. — The ship is bilged; that is, her planks are broken in by 
violence. 

Bilge-water is that which, by reason of the flatness of the ship's bottom, 
lies on her floor, and cannot go to the well of the pump. 

Binnacle; a kind of box to contain the compasses in upon deck. 

Bitts; very large pieces of timber in the fore part of a ship, round 
which the cables are fastened when the ship is at anchor. — After-bitts; a 
smaller kind of bitts upon the quarter-deck, for belaying the running 
rigging to. 

To bitt the cable, is to confine the cable to the bitts, by one turn under 
the cross-piece, and another turn round the bitt-head. In this position it 
may be either kept fixed, or it may be veered away. 

Bitter; the turn of the cable round the bitts. — Bitterend; that part of 
the cable which stays within board, round about the bitts, when the ship 
is at anchor. 

Block; a piece of wood, with running sheaves or wheels in it, through 
which the running rigging is passed, to add to the purchase. t 

Board; to board a ship, is to enter it in a hostile manner, to enter a ship. 

Board; to make a board is making a stretch upon any tack, when a 
ship is working upon a wind. To board it up; that is to turn to windward. 
— The ship has made a stern board; that is, when she loses ground in work- 
ing upon a wind. 



Thompson's coast pilojt. 147 

Boatswain; the officer who has charge of all the cordage, rigging, 
anchors, etc. 

Bold-shore; a steep coast, permitting the close approach of shipping. 

Bolt-rope; the rope which goes round a sail, and to which the canvas is 
sewed. The side ropes are called leach-ropes; that at the top, the head- 
rope; and that at the bottom, the foot-rope. 

Bonnet of a sail is an additional piece of canvas, put to the sail in mod- 
erate weather, to hold more wind. — Lace on the bonnet; that is, fasten it to 
the sail. — Shake off the bonnet; take it off. 

Boot-topping; cleaning the upper part of a ship's bottom, or that part 
which lies immediately under the surface ©f the water, and daubing it over 
with tallow, or with a mixture of tallow, sulphur, rosin, etc. 

Both sheets aft; the situation of a ship sailing right before the wind. 

Bow-grace; a frame of old rope or junk, laid out at the bows, stems, and 
sides of ships, to prevent them from being injured by flakes of ice. 

Bow-lines; lines made fast to the sides of the sails, to haul them forward 
when upon a wind, which, being hauled taut, enable the ship to come 
nearer to the wind. 

To bowse; to pull upon any body with a tackle, in order to remove it. 

Bowsprit; a large mast or piece of timber which stands out from the 
bows of a ship. 

Boxhauling; a particular method of veering a ship, when the swell of 
the sea renders tacking impracticable. 

Boxing; an operation somewhat similar to boxhauling. It is performed 
by laying the head sails aback, to receive the greatest force of the wind in 
a line perpendicular to their surfaces, in order to turn the ship's head into 
the line of her course, after she has inclined to the windward of it. 

Braces; the ropes by which the yards are turned about, to form the sails 
to the wind. 

To brace the yards; to move the yards, by means of the braces, to any direc- 
tion required. — To brace about; to brace the yards round for the contrary 
tack. — To brace sharp; to brace the yards to a position in which they will 
make the smallest possible angle with the keel, for the ship to have head- 
way. — To brace to; to ease off the lee braces, and round in the weather 
braces, to assist the motion of the ship's head in tacking. 

Brails; a name peculiar only to certain ropes belonging to the mizzen, 
used to truss it up to the mast ; but it is likewise applied to all the ropes 
which are employed in hauling up the bottoms, lower corners, and skirts of 
the other great sails. — To brail up, to- haul up a sail by means of the brails, 
for the more ready furling it when necessary. 

To break bulk, to begin to unload a ship. 

To break sheer. "When a ship at anchor is forced, by the wind or current, 
from that position in which she keeps her anchor most free of herself, and 



148 Thompson's coast pilot. 

most firm in the ground, so as to endanger the tripping of her anchor, she 
is said to to break her sheer. 

Breaming, burning off the filth from a ship's bottom. 

Breast-fast, a rope employed to confine a ship sideways to a -wharf, or to 
some other ship. 

To bring by the lee. — See To broach to. 

To bring to, to check the course of a ship when she is advancing, by 
arranging the sails in such a manner that they shall counteract each other, 
and prevent her from either retreating or advancing. — See To lie to. 

To broach to, to incline suddenly to windward of the ship's course, so as 
to present her side to the wind, and endanger her oversetting. The differ- 
ence between broaching to and bringing by the lee may be thus defined : 
Suppose a ship, under great sail, is steering south, having the wind at NN 
W ; then west is the weather side and east the lee side. If, by any acci- 
dent, her head turns round to the westward, so that her sails are all taken 
aback on the weather-side, she is said to broach to. If, on the contrary, 
her head declines so far eastward as to lay her sails aback on that side 
which was the lee-side, it is called bringing by the lee. 

Broadside, a discharge of all the guns on one side of a ship, both above 
and below. 

Broken-backed, the state of a ship which is so loosened in her frame as to 
drop at each end. 

By the board, over the ship's side. 

By the head, the state of a ship when she is so unequally loaded as to 
draw more water forward than aft. 

By the wind, the course of a ship as near as possible to the direction of 
the wind, which is generally within six points of it. 

Bunt-lines, ropes fastened to the foot-rope of square-sails, to draw them 
up to the middle of the yards for furling. 

Buoy, a floating conical cask, moored upon shoals, to show where the 
danger is ; it is also attached to anchors, to show where they lie, in case the 
cable breaks. 

Cap, a strong, thick block of wood, having two large holes through it, 
the one square, the other round ; used to confine the two masts together. 

Capsize, overturn. — The boat is capsized, that is, overset. — Capsize the coil 
of rope, that is, turn it over. 

Capstan, an instrument by which the anchor is weighed out of the 
ground ; used also for setting up the shrouds, and other work where a great 
purchase is required. 

To careen, to incline a ship on one side so low down by shifting the cargo 
or stores on one side, that her bottom on the other side may be cleansed by 
breaming. 

To carry away, to break ; as A ship has carried aicay her bowsprit, that is, 
has broken it off. 



Thompson's ooast pilot. 149 

Casting, the motion of falling off, so as to bring the direction of the wind 
on either side of the ship, after it has blown some time right ahead. It is 
particularly applied to a ship about to weigh anchor. 

Cat-heads, the timbers on a ship's bows, with sheaves in them, by which 
the anchor is hoisted, after it has been hove up by the cable. 

To cat the anchor, is to hook the cat-block to the ring of the anchor, and 
haul it up close to the cat-head. 

Cafs-paw, is a light air of wind perceived at a distance in a calm, sweep- 
ing the surface of the sea very lightly, and dying away before it reaches 
the ship. 

Caulking, is filling the seams of a ship with oakum. 

Center. This word is applied to that squadron of a fleet, in a line of 
battle, which occupies the middle of a line ; and to that column, in the 
order of sailing, which is between the weather and lee columns. 

Chains, a place built on the sides of the ship, projecting out, and at 
which the shrouds are fastened, for the purpose of giving them a greater 
angle than they could have if fastened to the ship's side, and of course giv- 
ing them a greater power to secure the mast. 

Chain-plates, are plates of iron fastened to the ship's sides under the 
chains, and to these plates the dead-eyes are fastened. 

Chapeling, the act of turning a ship round in a light breeze of wind, 
when she is close-hauled, so that she will lie the same way she did 
before. This is usually occasioned by negligence in steering, or by a sud- 
den change of wind. 

Chase, a vessel pursued by some other. — Chaser, the vessel pursuing. 

Cheerily, a phrase implying heartily, quickly, cheerfully. 

To claw off, to turn to windward from a lee shore, to escape shipwreck, 
etc. 

Clear is variously applied. The weather is said to be clear when it is 
fair and open ; the sea coast is clear when the navigation is not interrupted 
by rocks, etc. It is applied to cordage, cables, etc., when they are disen- 
tangled, so as to be ready for immediate service. In all these senses, it is 
opposed to foul. — To clear the anchor, is to get the cable off the flukes, and 
to disencumber it of ropes, ready for dropping. — Clear hawse, when the 
cables are directed to their anchors without lying athwart the stem. To 
clear the hawse, is to untwist the cables when they are entangled by having 
either a cross, an elbow, or a round turn. 

Clew-line's are ropes which come down from the yards to the lower cor- 
ners of the sails, and by which the corners or clews of the sails are hauled 
up. 

Clew of a sail, the lower corners of square-sails, but the aftermost only of 
stay-sails, the lower corner being called the tack. 

To clew up, to haul up the clews of a sail to its yard by means of the 
clew-lines, etc. 

20 



150 

Clinched, made fast, as the cable is to the ring of the anchor. 

Close-hauled, that trim of the ship's sails, when she endeavors to make a 
progress in the nearest direction possible toward that point of the compass 
from which the wind blows. 

To club-haul, a method of tacking a ship when it is expected she will 
miss stays on a lee shore. 

Coasting, the act of making a progress along the sea coast of any conntry. 

To coil a rope, a cable, etc., to lay it ronnd in a ring, one tnrn or fake 
over another. 

To come home. The anchor is said to come home when it loosens from the 
ground by the effort of the cable, and approaches the place where the ship 
floated, at the length of her moorings. 

Coming to, denotes the approach of a ship's head to the direction of the 
wind. 

Course, the point of the compass upon which the ship sails. — Courses, a 
ship's lower sails ; as, the foresail is the fore-course, the mainsail the main- 
course, etc. — The ship is under her courses — that is, has no sail set but the 
mainsail, foresail, and mizzen. 

Coxswain, the person who steers the boat. 

Crank. — Tlie ship is crank, that is, she has not a sufficient cargo or bal- 
last to render her capable of bearing sail, without being exposed to the 
danger of oversetting. 

Crow-foot, is a number of small lines, spread from the fore parts of the 
tops, by means of a piece of wood through which they pass, and, being 
hauled taut upon the stays, they prevent the foot of the topsails catching 
under the top rim ; they are also used to suspend the awnings. 

Cun, to direct. To can a ship, is to direct the man at the helm how to 
steer. 

To cut and run, to cut the cable, and make sail instantly, without wait- 
ing to weigh anchor. 

Davit, a long beam of timber, used as a crane, whereby to hoist the 
flukes of the. anchor to the top of the bow, without injuring the planks of 
the ship's sides as it ascends. There is always a davit, of a smaller kind, 
fixed to the long-boat to weigh the anchor by the buoy-rope. 

To deaden a ship's way, to impede her progress through the water. 

Dead eyes, blocks of wood through which the laniards of the shrouds are 
reeved. 

Bead-lights, a kind of window shutter for the windows in the stern of a 
ship, used in very bad weather only. 

Dead-water, the eddy of water, which appears like whirlpools, closing in 
with the ship's stern as she sails on. 

Dead-wind, the wind right against the ship, or blowing from the very 
point to which she wants to go. 



151 

Dismasted, the state of a ship that has lost her masts. 

Dog-vane, a small vane with feathers and cork, and placed on the ship's 
quarter, for the men at cun and helm to see the course of the wind by. 

Dog-watch, the watches from four to six, and from six to eight in the 
evening. 

Doubling, the act of sailing round, or passing beyond a cape or point of 
land. Doubling upon, the act of inclosing any part of a hostile fleet 
between two fires, or of cannonading it on both sides. 

Douse, to lower suddenly, or slacken ; to strike or haul down ; as, Douse 
the top-gallant-sails, that is, lower them. 

Down-haul, the rope by which any sail is hauled down, as the jib down- 
haul. 

To drag the anchor, to trail it along the bottom, after it is loosened from 
the ground. 

To draio, when a sail is inflated by the wind, so as to advance the vessel 
in her course, the sail is. said to draw, and so, To keep all draioing, is to 
inflate all the sails. 

Drift, the angle which the line of a ship's motion makes with the nearest 
meridian, when she drives with her side to the wind and waves, and is not 
governed by the power of the helm. It also implies the distance which the 
ship drives on that line. 

Driver, a large sail set upon the mizzen-yards in light winds. Drive — 
The ship drives, that is, her anchor comes through the ground. 

Drop, used sometimes to denote the depth of a sail; as, The fore-top-sail 
drops twelve yards. 

To drop anchor, used synonymously with to anchor. To drop astern, the 
retrograde motion of a ship. 

Dunnage, a quantity of loose wood, etc., laid at the bottom of a ship, to 
keep the goods from being damaged. 

Earings, small ropes used to fasten the upper corners of sails to the 
yards. 

To ease, to ease aicay, or to ease off— to slacken gradually ; thus they say, 
Ease the bow-line, ease the sheet. 

" Ease the ship /" the command given by the pilot to the steersman, to 
put the helm hard a-lee, when the ship is expected to plunge her fore part 
deep in the water when close-hauled. 

To edge away, to decline gradually from the shore, or from the line of 
the course which the ship formerly held, in order to go more large. 

To edge in with, to advance gradually towards the shore, or any other 
object. 

Elbow in the hawse, is when a ship, being moored, has gone round, upon 
the shifting of the tides, twice the wrong way, so as to lay the cables one 
over the other. Having gone once wrong, she makes a cross in the hawse ; 
and going three times wrong, she makes a round turn. 



152 

End for end, a term used when a rope runs all out of a block, and is 
unreeved ; or, in coming to an anchor, if the stoppers are not well put on, 
and the cable runs all out, it is said to have gone out end for end. 

End on, when a ship advances to a shore, rock, etc., without an apparent 
possibility of preventing her, she is said to go end on for the shore, etc. 

Engagement, action or fight. 

Ensign, the flag worn at the stern of a ship. 

Entering "■port, a large port in the side of three-deckers, leading into the 
middle deck, to save the trouble of going up the ship's side to get on board. 

Even keel, when the keel is parallel with the horizon, a ship is said to be 
upon an even keel. 

Fair, a general term for the disposition of the wind, when favorable to a 
ship's course. 

Fair way, the channel of a narrow bay, river or haven, in which ships 
usually advance in their passage up and down. 

Fack, ox fake, one circle of any rope or cable coiled. 

Fag-end, the end of any rope which is become untwisted by frequent 
use ; to prevent which, the ends of ropes are wound round with pieces of 
twine, which operation is called whipping. 

To fall aboard of, to strike or encounter another ship, when one or both 
are in motion. To fall astern, the motion of a ship with her stern fore- 
most. To fall calm, to become in a state of rest by a total cessation of the 
wind. To fall down, to sail or be towed down a river nearer towards its 
mouth. 

Falling off, denotes the motion of the ship's head from the direction of 
the wind. It is used in opposition to coming to. 

" Fall not off, or nothing off/" the command of the steersman to keep the 
ship near the wind. 

Fathom, a measure of six feet. 

To fetch away, to be shaken or agitated from one side to another, so as to 
loosen anything which before was fixed. 

Fid, a square bar of wood or iron, with shoulders at one end, used to 
support the weight of the topmast, when erected at the head of a lower 
mast. — Fid for splicing, a large piece of wood, of a conical figure, used to 
extend the strands and layers of cables in splicing. 

To fill, to brace the sails so as to receive the wind in them, and advance 
the ship in her course, after they have been either shivering or braced 
aback. 

Fish, a large piece of wood. — Fish (lie mast, apply a large piece of wood 
to it to strengthen it. 

Fish-lwok, a large hook, by which the anchor is reoeived and brought to 
the cat-head; and the tackle which is used for this purpose is called the 
fish-tackle. 



153 

To fish the anchor, to draw up the flukes of the anchor towards the top of 
the bow, in order to stow it, after having been catted. 

Flag, a general name for colors worn and used by ships of war. 

Flat-aft, the situation of the sails when their surfaces are pressed aft 
against the mast by the force of the wind. 

To flat in, to draw in the aftermost lower corner, or clew, of a sail 
towards the middle of the ship, to give the sail a greater power to turn the 
vessel. — To flat in forward, to draw in the fore-sheet, jib-sheet, and fore- 
staysail-sheet, towards the middle of the ship. 

Flaw, a sudden breeze or gust of wind. 

Floating, the state of being buoyed up by the water from the ground. 

Flood-tide, the state of a tide when it flows or rises. 

Flowing-sheets, the position of the sheets of the principal sails when they 
are loosened from the wind so as to receive it into their cavities more nearly 
perpendicular than when close-hauled, but more obliquely than when the 
ship sails before the wind. A ship going two or three points large has 
flowing-sheets. 

Fore, that part of a ship's frame and machinery that lies near the stem. — 
Fore and aft, throughout the whole ship's length ; lengthwise of the ship. 

Fore-reach, to shoot ahead, or go past another vessel. 

To force over, to force a ship violently over a shoal by a great quantity of 
sail. 

Forward, toward the fore part of a ship. 

Foul is used in opposition both to clear and fair. As opposed to clear, 
we say, foul weather, foul bottom, foul ground, foul anchor, foul hawse. As 
opposed to fair, we say, foul wind. 

To founder, to sink at sea by filling with water. 

To free. Pumping is said to free a ship, when it discharges more water 
than leaks into her. 

To freshen. When a gale increases, it is said to freshen. — To freshen the 
hawse, to veer out or heave in a little cable, to let another part of it endure 
the stress of the hawse-hole. It is also applied to the act of renewing the 
service round the cable at the hawse-hole. 

Freshen the ballast, divide or separate it. 

Fresh way. When a ship increases her velocity, she is said to get fresh 
way. 

Full, the situation of the sails when they are kept distended by the 
wind. 

Full and by, the situation of a ship, with regard to the wind, when close- 
hauled, and sailing so as neither to steer too nigh the direction, nor to 
deviate to leeward. 

To furl, to wrap or to roll a sail close up to the yard or stay to which it 
belongs, and to wind a cord around it to keep it fast. 



154 

Gauge of the Ship, her depth, of water, or what water she draws. 

To gain Hie wind, to arrive on the weather side, or to windward of some 
ship or fleet in sight, when both are sailing- as near the wind as possible. 

Gammon the" bowsprit, secure it by turns of a strong rope passed round it, 
and into the cutwater, to prevent it from having too much motion. 

Gangway, that part of a ship's side, both within and without, by which 
persons enter and depart. 

Garboard streak, the first range or streak of planks laid in a ship's bot- 
tom next the keel. 

Gasket, the rope which is passed round the sail, to bind it to the yard, 
when it is furled. 

To gather. A ship is said to gather on another as she comes nearer to 
her. 

Gimbleting, the action of turning the anchor round by the stock, so that 
the motion of the stock appears similar to that of the handle of a gimblet, 
when employed to turn the wire. 

Girt. The ship is girt with her cables when she is too tight moored. 

To give chase to, to pursue a ship or fleet. 

Goose wings of a sail, the clews or lower corners of a ship's mainsail or 
foresail, when the middle part is furled or tied up to the yard. 

Grappling-iron, a thing in the nature of an anchor, with four or six 
flukes to it. 

Grave, to burn off the filth from a ship's bottom. 

Gripe of a ship, that thin part of her which is under the counter, and to 
which the stern-post joins. — The ship gripes, that is, turns her head too 
much to the wind. 

Grommet, a piece of rope laid into a circular form, and used for large 
boats' oars instead of rowlocks, and also for many other purposes. 

Groundling, the laying the ship ashore, in order to repair her. It is also 
applied to running aground accidentally. 

Ground tackle, everything belonging to a ship's anchors, and which are 
necessary for anchoring or mooring; such as cables, hawsers, tow-lines, 
warps, buoy-ropes, etc. 

Ground tier, that is, the tier of water casks which is lowest in the hold, 
and is among the shingle ballast. 

Growing, stretching out ; applied to the direction of the cable from the 
ship toward the anchors ; as, T7ie cable grows on the starboard bow. 

Gunwale, the upper edge of a ship's side. 

Gun-room, a division of the lower deck abaft, inclosed with net-work, 
for the use of the gunner and his stores. 

Gybing, the act of shifting any boom-sail from one side of the mast to 
the other. 



155 

Hail, to call to another ship. 

Halliards, the ropes by which the sails are hoisted ; as, the top-sail hal- 
liards, or jib-halliards, etc. 

Handing, the same as furling-. 

Hard a-iceather, put the tiller quite up to windward. 

Haul, pull. 

To haul the wind, to direct the ship's course nearer to the point from 
which the wind blows. 

Hawse-holes, the holes in the bows of the ship through which the cables 
pass. — Freshen hawse, veer out more cable. — Clap a service in the hawse; 
put somewhat round the cable at the hawse-hole to prevent its chafing. — 
To clear hawse, is to untwist the cables where a ship is moored, and has got 
a foul hawse. — Athwart hawse, is to be across or before another ship's head. 

Hawser, a small kind of cable. 

Head-fast, a rope employed to confine the head of a ship to a wharf or to 
some other ship. 

Headmost, the situation of any ship or ships which are the most advanced 
in a fleet. — Head-sails, all the sails which belong to the foremast and bow- 
sprit. 

Head sea. When the waves meet the head of a ship in her course, they 
are called a head-sea. It is likewise applied to a single wave coming in 
that direction. 

Head to Wind, the situation of a ship when her head is turned to the point 
from which the wind blows, as it must be when tacking. 

Head-way, the motion of advancing, used in opposition to stern-way. 

To heave, to turn about a capstan, or other machine of the like kind, by 
means of bars, handspikes, etc. — To heave ahead, to advance the ship by 
heaving in the cable or other rope fastened to an anchor at some distance 
before her. — To heave a-peak, to heave in the cable till the anchor is a-peak. 
To heave astern, to move a ship backwards by an operation similar to that 
of heaving ahead. — To heave down, to careen. — To heave in the cable, to 
draw the cable into the ship, by turning the capstan. — To heave in stays, to 
bring a ship's head to the wind, by a management of the sails and rudder, 
in order to get on the other tack. — To heave out, to unfurl or loose a sail ; 
more particularly applied to the staysails ; thus we say, loose the topsails, 
and heave out the staysails. — To heave short, to draw so much of the cable 
into the ship as that she will be almost perpendicularly over her anchor. — 
To heave tight or taut, to turn the capstan round till the rope or cable 
becomes straightened. — To heave the lead, to throw the lead overboard, in 
order to find the depth of water. — To heave the log, to throw the log over- 
board, in order to find the velocity of the ship. — Heave the capstan, that is, 
turn it round with the bars. — Heave handsomely, heave gently or leisurely. 
Heave hearty, heave strong and quick. 



156 

Heave of the sea, is the power that the swell of the sea has upon a ship in 
driving her out, or faster on, in her course, and for which allowance is 
made in the day's work. 

Heel or incline. — She heels to port, that is, inclines or lays down upon her 
larboard or left side. 

Helm, the instrument by which the ship is steered, and includes both the 
wheel and the tiller ,as one general term. — Helm's a-lee, that is, the tiller is 
quite down to leeward. 

High and dry, the situation of a ship when so far run aground as to be 
seen dry upon the strand. 

Hitch, to make fast. 

Hoist, to haul, sway, or lift up. 

Hold, is the space between the lower deck and the bottom of the ship, 
where her cargo, etc., lie. 

To stow the hold, is to place the things in it. 

To hold its own, is applied to the relative situation of two ships when 
neither advances upon the other ; each is then said to hold its own. It is 
likewise said of a ship, which, by means of contrary winds, cannot make a 
progress towards her destined port, but which, however, keeps nearly the 
distance she had already run. 

Home implies the proper situation of any object ; as, To haul home the 
topsail-sheets, is to extend the bottom of the topsail to the lower yard, by 
means of the sheets. In stowing a hold, a cask, etc., is said to be home, 
when it lies close to some other object. 

Hulk, a ship without masts or rigging ; also a vessel employed in the 
removal of masts into or out of ships by means of sheers, from whence it is 
called a sheer hulk. 

Horse, a rope reaching from the middle of a yard to its arms or extremi- 
ties, for the men to stand on when they are loosing, reefing, or furling a 
sail. 

Hull of the ship, the body of it. — To lay a-hull is to lay to with only a 
small sail, in a gale of wind. — To hull a vessel, is to fire a shot into any part 
of her hull. 

Hull down, is when a ship is so far off that you can only see her masts. — 
To hull a ship, to fire cannon balls into her hull within the point-blank 
range. — Hull to, the situation of a ship when she lies with all her sails 
furled, as in trying. 

In stays. See To heave in stays. 

Jamming, the act of inclosing any object between two bodies, so as to 
render it immovable. 

Jeer-blocks, the blocks through which jeers are reeved. 
Jeers, the ropes by which the lower yards are suspended. 



Thompson's coast pilot. 157 

Jib, the foremost sail of a ship, set upon a boom which, runs out upon the 
bowsprit. 

Jib-boom, a spar that runs out upon the bowsprit. 

Jolly-boat, a small boat. 

Junk, old eable, or old rope. 

Jury-mast, a temporary or occasional mast, erected in a ship in the place 
of one which has been carried away by accident, etc. 

Kedge, a small anchor with an iron stock. 

Keel, the principal piece of timber in a ship, which is usually first laid 
on the blocks in building. 

Keel-haul, to drag a person backwards and forwards under a ship's keel 
for certain offenses. 

Keckled, any part of a cable covered over with old ropes, to prevent its 
surface from rubbing against the ship's bow or fore-foot. 

To keep away, to alter the ship's course to one rather more large, for a 
little time, to avoid some ship, danger, etc. — " Keep away /" is likewise said 
to the steersman who is apt to go to windward of the ship's course. — To 
keep full, to keep the sails distended by the wind. — To keep hold of the land, 
to steer near to or in sight of the land. — To keep off, to sail off, or keep at a 
distance from the shore. — To keep the land aboard, the same as to keep hold 
of the land. — To keep the luff, to continue close to the wind. To keep the 
wind, the same as to keep the luff. 

Kelson, a piece of timber forming the interior of the keel, being laid 
on the middle of the floor timbers immediately over the keel, and serving 
to unite the former to the latter. 

Kentledge, pigs of iron for ballast, laid upon the floor, near the kelson, 
fore and aft. 

Kenk, a sort of twist or turn in a cable or rope. 

Knippers, a large kind of plaited rope, which, being twisted round the 
messenger and cable in weighing, binds them together. 

Knot, a division of the log-line, answering, in the calculation of the ship's 
velocity, to one mile. 

Kumatage, a bright appearance in the horizon, under the sun or moon, 
arising from the reflected light of those bodies from the small rippling 
waves on the surface of the water. 

To LABOR, to roll or pitch heavily in a turbulent sea. 

Laden in bulk, freighted with a cargo not packed, but lying loose, as corn, 
salt, etc. 

Laid up, the situation of a ship when moored in a harbor, for want of 
employ. 

Landfall, the first land discovered after a sea voyage. Thus a good land- 
fall implies the land expected or desired ; a bad landfall, the reverse. 

21 



158 Thompson's coast pilot. 

Land-locked, the situation of a ship surrounded "with land, so as to 
exclude the prospect of the sea, unless over some intervening land. 

Laniards of the shrouds, are the small ropes at the ends of them, by 
which they are hove taut or tight. 

Larboard, the left side of a ship, looking towards the head. — Port tack, 
the situation of a ship when sailing with the wind blowing upon her port 
Bide. 

Lash, to bind. 

"Launch ho/" signifies that the object is high enough, and must be sud- 
denly lowered. 

Laying the land. A ship which increases her distance from the coast, so 
as to make it appear lower and smaller, is said to lay the land. 

Leading wind, a fair wind for a ship's course. 

Leak, a chink or breach in the sides or bottom of a ship, through which 
the water enters into the hull. 

Lee, that part of the hemisphere to which the wind is directed, to dis- 
tinguish it from the other part, which is called to windward. — Lee gage. 
A ship or fleet to leeward of another is said to have the lee gage. — Lee 
lurches, the sudden and violent rolls which a ship often takes to leeward, in 
a high sea, particularly when a large wave strikes her on the weather side. 
Lee quarter, that quarter of a ship which is on the lee side. — Lee shore, that 
shore upon which the wind blows. — Lee side, that half of a ship, length- 
wise, which lies between a line drawn through the middle of her length 
and the side which is farthest from the point of wind. — To leeward, toward 
that part of the horizon to which the wind blows. — Leeward, ship, a ship that 
falls much to leeward of her course, when sailing close-hauled. — Leeward 
tide, a tide that sets to leeward. 

Lee-way, the lateral movement of a ship to leeward of her course ; or the 
angle which the line of her way makes with a line in the direction of her 
keel. 

To lie along, to be pressed down sideways by a weight of sail in a fresh 
wind. 

Leeches, the borders or edges of a sail. 

To lie to, to retard a ship in her course, by arranging the sails in such a 
manner as to counteract each other with nearly an equal effort, and render 
the ship almost immovable with respect to her progressive motion or head- 
way. 

Lifts, the ropes which come to the ends of the yards from the mast-heads, 
and by which they are suspended when lowered down. 

Lirnhers, or limber holes, square holes cut through the lower part of a 
ship's floor timbers, very near the keel ; forming a channel for water, and 
communicating with the pump-well throughout the whole length of the 
floor. 

List, incline. — Ttce ship has a list to port, that is, she heels to the larboard. 



159 

Log, and log-line, by which, the ship's path is measured, and her rate of 
going ascertained. 

Log-board, on which are marked the transactions of the ship, which from 
thence are copied into the log-book every 24 hours. 

A long sea, a uniform motion of long waves. 

Look out, a watchful attention to some important object or event that is 
expected to arise. Thus persons on board of a ship are occasionally sta- 
tioned to look out for signals, other ships, for land, etc. 

To loom, to appear above the surface either of the sea or the land, or to 
appear larger than the real dimensions, and indistinctly; as a distant 
object, a ship at sea, or a mountain. The ship looms large, or the land 
looms high. 

To loose, to unfurl or cast loose any sail. 

To lower, to ease down gradually. 

" Luff!" the order to the steersman to put the helm towards the lee side 
of the ship, in order to sail nearer to the wind. 

Mast, the upright timber on which the yards and sails are set. 

Masted, having all her masts complete. 

Mend the service, put on more service. 

Messenger, a small kind of, cable, which being brought to the capstan and 
the cable by which the ship rides made fast to it, it purchases the anchor. 

To middle a rope, to double it into two equal parts. 

Midships. See Amidships. 

Mirage, an optical phenomenon, arising from an irregular refraction or 
reflection of the light near the horizon, by which it often happens, near the 
sea coast, that a ship, seen at a distance, appears as if painted in the sky, 
and not supported by the water. Sometimes the image of the ship is 
inverted.^ A similar effect is observed in sandy deserts, as in Egypt, where 
the blue light of the sky is reflected upwards from the heated sands, which 
makes the whole plain at a distance appear like a large lake, and the ele- 
vated villages appear like islands in this lake. 

To miss stays, a ship is said to miss stays when her head will not fly up 
into the direction of the wind, in order to get her on the other tack. 

Mizzenmast, the mast which stands abaft, and from which its rigging and 
sails are named ; as of the sails, mizzen, mizzen-topsail, etc., and so also are 
the other sails, etc., named from the other masts. 

Moor is to secure a ship with two anchors. Mooring, securing a ship in 
a particular station by chains or cables, which are either fastened to an 
adjacent shore or to anchors at the bottom. Mooring service, when a ship 
is moored, and rides at one cable's length, the mooring service is that 
which is at the first splice. 

Mouse, a kind of ball or knob, wrought upon the collar of the stays. 

Muster, to assemble. 



160 

To make a board, to run a certain distance upon one tack, in beating to 
■windward. To make foul water, to muddy the water by running in shal- 
low places, so that the ship's keel disturbs the mud at the bottom. To 
make sail, to increase the quantity of sail already set, either by unreefing 
or by setting others. To make stem-way, to retreat or move with the stern 
foremost. To make the land, to discover it from afar. To make water, to 
leak. 

To man the yard, etc., to place men on the yard, in the tops, down the 
ladder, etc., to execute any necessary duties. 

Nakrows, a small passage between two lands. 

Neap tides, the tides in the first and last quarter of the moon, which are 
not either so high, so low, or so rapid as spring tides. A' ship is said to be 
beneaped when she has not water enough to take her off the ground, or over 
the bar, etc. 

" Near /" or " No near /" an order to the steersman not to keep the ship 
so close to the wind. 

Nippers, certain pieces of cordage used to fasten the messenger to the 
cable in heaving up the anchor. 

" Nothing off /" a term used by the man at the cun to the steersman, 
directing him not to go from the wind. 

Nun buoy, the kind of buoy used by ships of war. 

Oakum, old rope untwisted and pulled open. 

Off and on, when a ship is beating to windward, so that by one board 
she approaches towards the shore, and by the other stands out to sea, she is 
said to stand off and on shore. 

Offing, to seaward from the land. A ship is in the offing, that is, she is to 
seaward, at a distance from the land. She stands for the offing, that is, 
towards the sea. 

Offward, from the shore, as, when a ship lies aground, and leans towards 
the sea, she is said to heel offward. 

On board, within the ship ; as, Re is come on board. 

On tlie beam, any distance from the ship on a line with the beams, or at 
right angles with the keel. See Bearing. 

On the bow, an arc of the horizon, comprehending about four points of 
the compass on each side of that point to which the ship's head is directed. 
Thus they say, The ship in sight bears three points on the starboard bow; ■ 
that is, three points towards the right hand, from that part of the horizon 
which is right ahead. See Bearing. 

On the quarter, an arc of the horizon, comprehending about four points 
of the compass on each side of that point to which the ship's stern is 
directed. See On the bow. 

Open, the situation of a place exposed to the wind and sea. It is also 
expressed of any distant object to which the sight or passage is not inter- 
cepted. 



161 

Open hawse, when the cables of a ship at her moorings lead straight to 
their respective anchors, without crossing, she is said to ride with an open 
hawse. 

Orlop, the deck on which the cables are stowed. 

Overboard, out of a ship; as, He fell overboard, meaning he fell out of, or 
from the ship. 

Overgrown sea, is expressed of the ocean when the surges and billows 
rise extremely high. 

Overhaul, to clear away and disentangle any rope ; also, to come up with 
the chase ; as, We overhaul her, that is, we gain ground on her. 

Over-rake, when a ship at anchor is exposed to a head sea, the waves of 
which break in upon her, the waves are said to over-rake her. 

Overset, a ship is overset when her keel turns upwards. 

Out of trim, the state of a ship when she is not properly balanced for the 
purposes of navigation. 

Parcel a rope, is to put a quantity of old canvas upon it before the 
service is put on. Parcel a seam, is to lay a narrow piece of canvas over it 
after it is caxxlked, before it is payed. 

Parliament heel, the situation of a ship when she is made to stoop a little 
to one side, so as to clean the upper part of her bottom on the other side. 
See Boot-topping, 

Parting, being driven from the anchors, by the breaking of the cable. 

Pawl, a short bar of wood or iron fixed close to the capstan or windlass 
of a ship, to prevent those engines from rolling back, or giving way, when 
they are charged with any great effort. 

To paid the capstan, to fix the pawls so as to prevent the capstan from 
recoiling during any pause of heaving. 

To pay, to daub or cover the surface of any body with pitch, tar, etc., 
in order to secure it from the injuries of the weather. 

To pay away, or pay out, to slacken a cable or other rope, so as to let it 
run out for some particular purpose. 

To pay off, to move a ship's head to leeward. 

To peak tlie mizzen, to put up the mizzen-yard perpendicular by the 
mast. 

Peak. To ride a stay-peak, is when the cable and the fore-stay form a 
line. To ride a short peak, is when the cable is so much in as to destroy the 
line formed by the stay-peak. To ride with the yards a-peak, is to have 
them topped up by contrary lifts, so as to represent St. Andrew's cross. 

Pennant, the long narrow flag worn at the mast-head by all ships of the 
navy. Brace pennants are those ropes which secure the brace-blocks to the 
yard-arms, and are in general double, so that, in case of one being shot 
away, the other may secure the yard in its proper position. 

Broad pennant, a broad flag, terminating in a point, used to distinguish 
the chief of a squadron. 



162 Thompson's coast pilot. 

Pitching, the movement of a ship, by which she plunges her head and 
after part alternately into the hollow of the sea. 

Point-blank, the direction of a gun when leveled horizontally. 

Points, a number of plaited ropes made fast to the sails for the purpose 
of reefing. 

Poop, the highest and aftermost deck of a ship. 

Pooping, the shock of a high and heavy sea upon the stern and quarter of 
a ship, when she scuds before the wind in a tempest. 

Port, a name given, on some occasions, to the larboard side of the ship ; as 
The ship heels to port, Tap the yards to port, etc. ; also, a harbor or haven. 

Ports, the holes in the ship's sides from which the guns are fired. 

"Port the helm!" the order to put the helm over to the larboard side. 

Port-last, the gunwale. 

Press of sail, all the sail that a ship can set or carry. 

Preventer, an additional rope employed at times to support any other, 
when the latter suffers an unusual strain, particularly when blowing fresh, 
or in a gale of wind. 

Pudding and dolphin, a large and lesser pad made of ropes, and put 
round the mast under the lower yards. 

Purchase, any sort of mechanical power employed in raising or moving 
heavy bodies. 

Quarters, the respective stations of the officers and people in time of 
action. — Quartering, distributing the men into different places. — Quarter- 
bill, the list of the ship's company, with their stations for action noticed. 

Quarter-wind is when the wind blows in from that part of the horizon 
situated on the quarter of the ship. See On tJie quarter. 

Quoil. — See To coil tlie cable, etc. 

To raise, to elevate any distant object at sea by approaching it ; thus to 
raise the land is used in opposition to lay the land. 

To rake, to cannonade a ship at the stem or head, so that the balls scour 
the whole length of the decks. 

Mange of cable, a sufficient length of cable drawn upon deck before the 
anchor is cast loose, to admit of its sinking to the bottom without any 
check. , 

Ratlines, the small ropes fastened to the shrouds, by which the men go 
aloft. 

Reach, the distance between any two points on the banks of a river, 
wherein the current flows in an uninterrupted course. 

u Ready about!" a command of the boatswain to the crew, and implies 
that all hands are to be attentive, and at their stations for taking. 

Rear, the last division of a squadron, or the last squadron of a fleet. It 
is applied likewise to the last ship of a line, squadron, or division. 



163 

Reef, part of a sail, from one row of eyelet-holes to another. It is applied 
likewise to a chain of rocks lying near the surface of the water. 

Reefing, the operation of reducing a sail by taking in one or more of the 
reefs. 

To reeve, to pass the end of a rope through any hole, as the channel of a 
block, the cavity of a thimble, etc. 

Rendering, the giving way or yielding to the efforts of some mechanical 
power. It is used in opposition to jamming or sticking. 

Ribs of a ship, a figurative expression for the timbers. 

Ride at anchor, is when a ship is held by her anchors, and is not driven 
by wind or tide. — To ride athwart, is to ride with the ship's side to the tide. 
— To ride hawse fallen, is when the water breaks into the hawse in a rough 
sea. 

Rigging, a general name given to all the ropes employed to support the 
masts, to extend or reduce the sails, or to arrange them to the disposition 
of the wind. 

Righting, restoring the ship to an upright position, either after she has 
been laid on a careen, or after she has been pressed down on her side by 
the wind. 

To right the helm, is to bring it into midships, after it has been pushed 
either to starboard or larboard. 

Rigging out a boom, the running out a pole at the end of a yard, to extend 
the foot of a sail. 

To rig the capstan, to fix the bars in their respective hqles. 

Road, a place near the land where ships may anchor, but which is not 
sheltered. 

Rolands, or rope bands, short, flat pieces of plaited rope, having an eye 
worked at one end. They are used in pairs to tie the upper edges of the 
square-sails to their respective yards. 

Rolling, the motion by which a~ship rocks from side to side like a cradle. 

Rough tree, a name applied to any mast, yard, or boom, placed in mer- 
chant ships, as a rail or fence above the vessel's side, from the quarter-deck 
to the forecastle. 

Rounding in, the pulling upon any rope which passes through one or 
more blocks in a direction nearly horizontal; as, Round in the weather- 
braces. 

Rounding, old ropes fastened on the cable, near the anchor, to keep it 
from chafing. 

Round turn, the situation of the two cables of a ship when moored, after 
they have been several times crossed by "the swinging of the ship. 

Rounding up, similar to rounding in, except that it was applied to ropes 
and blocks which act in a perpendicular direction. 

Rousing, fulling up a cable or rope without the assistance of tackles. 
To row, to move a boat with oars. 



164 Thompson's coast pilot. 

Roiclcck, the niche in a boat's side, in which the oars are used. 

Rudder, the machine by which the ship is steered. 

Run, the aftermost part of a ship's bottom, where it grows extremely 
narrow as the stern approaches the stern-post. — Run is also the distance 
sailed by a ship ; and is likewise used by sailors to imply the agreement to 
work a single passage from one place to another. 

To run out a warp, to carry the end of a rope out from a ship, in a boat, 
and fasten it to some distant object, so that by it the ship may be removed 
by pulling on it. 

To SAG TO leeward, to make considerable lee-way. 

Sailing trim is expressed of a ship when in the best state for sailing. 

She sands or sends, when the ship's head or stern falls deep in the trough 
of the sea. 

Scanting, the variation of the wind, by which it becomes unfavorable, to 
a ship's making great progress, as it deviates from being large, and obliges 
the vessel to steer close-hauled, or nearly so. 

Scud, to go right before the wind ; and going in this direction without 
any sail set, is called spooning. 

Scuttling, cutting large holes through the bottom or sides of a ship, either 
to sink her, or to unlade her expeditiously when stranded. 

Sea, a large wave is so called. Thus they say a heavy sea. It implies like- 
wise, the agitation of the ocean ; as, a great sea. It expresses the direction 
of the waves ; as, a head sea. A long sea means a uniform and steady motion 
of long and extensive waves ; a short sea, an the contrary, is when they run 
irregularly, broken, and interrupted. 

Sea-boat, a vessel that bears the sea firmly, without straining her masts, 
etc. 

Sea-clothes, jackets, trousers, etc. 

Sea-mark, a point or object on shore conspicuously seen at sea. 

Sea-room, a sufficient room distance from the coast or any dangerous 
rocks, etc., so that a ship may perform all nautical operations without 
danger of shipwreck. 

Seize, to bind or make fast. 

Serve, to wind something about a rope to prevent it from chafing or fret- 
ting. The service is the thing so wound about the rope. 

Setting, the act of observing the situation of any distant object by the 
compass. 

To set sail, to unfurl and expand the sails to the wind, in order to give 
motion to the ship. 

To set up, to increase the tension of the shrouds, back-stays, etc., by 
tackles, laniards, etc. 

Settle, to lower; as, Settle the topsail halliards; lower them. 

To settle the land, to lower in appearance. It is synonymous with to lay 
the land. 



THOMPSON^ COAST PILOT. 165 

Shank, the beam or shaft of an anchor. 

Shank-painter, the rope by which the shank of the anchor is held up to 
the ship's side ; it is also made fast to a piece of iron chain, in which the 
shank of the anchor lodges. 

To shape a course, to direct or .appoint the track of a ship, in order to 
prosecute a voyage. 

Sheer. The sheer of a ship is the curve that is between the head and the 
stern upon her side. — The ship sheers about ; that is, she goes in and out. 

To sheer off, to remove to a greater distance. 

Slieers are spars lashed together, and raised up, for the purpose of getting 
out or in a mast. 

Sheet, a rope fastened to one or both of the lower corners of a sail, in 
order to extend and retain it in a particular situation. When a ship sails 
with a side wind, the lower corners of the main and fore-sails are fastened 
by a tack and a sheet, the former being to windward, and the latter to lee- 
ward. The tack is never used with a stern wind, whereas the sail is never 
spread without the assistance of one or both of the sheets. The staysails 
and studdingsails have only one tack and one sheet each. The staysail-tacks 
are fastened forward, and the sheets drawn aft, but the studdingsail-tacks 
draw the outer corner of the sail to the extremity of the boom, while the 
sheet is employed to extend the inner corner. 

To sheet home, to haul the sheets of a sail home to the block on the yard- 
arm. 

To shift the 7ielm, to alter its position from right to left, or from left to 
right. 

To ship, to take any person, goods, or thing on board. It also implies to 
fix any thing in its proper place; as, To ship the oars, to fix them in # their 
rowlocks. 

Ship-shape, in a seamanlike manner ; as, That mast is not rigged ship-shape; 
Put Iwr about ship-shape, etc. 

Shivering, the state of a sail when fluttering in the wind. 

Shool, shallow. 

Shoe of the anchor, a small block of wood, convex on the back, and hav- 
ing a hole sufficiently large to contain the point of the anchor-fluke on the 
fore side : it is used to prevent the anchor from tearing the planks on the 
ship's bow, when ascending or descending. 

To slwot ahead, to advance forward. 

Shore, a general name for the seacoast of any country. 

To shorten sail, used in opposition to make sail. 

Shrouds, a range of large ropes extended from the mast-heads to the 
right and left sides of a ship, to support the masts, and enable them to 
carry sail. 

Sinnett, a small plaited rope made from rope-yarns. 

22 



166 

Slack-water, the interval between the flux and reflux of the tide, when no 
motion is perceptible in the water. 

Slatch is applied to the period of a transitory breeze. 

To slip the cable, to let it run quite out, when there is not time to weigh 
the anchor. 

To slue, to turn any cylindrical piece of timber about its axis, without 
removing it ; thus, to slue a mast or boom, is to turn it in its cap or boom- 
iron. Also, to turn any package ©r cask round. 

Sound, to try the depth of water. 

Sounding-line, a line to sound with, which is marked in the following 
manner : — Black leather at 2 and 3 fathoms ; white at 5 ; red at 7 ; black 
at 10 ; white at 13 (some seamen use black at 10 and 13) ; white at 15 as at 
5 ; red at 17 as at 7 ; two knots at 10 fathoms, and an additional knot at 
every ten fathoms, with a single knot midway between each 10 fathoms, to 
mark the line at every 5 fathoms. 

To spill the mizzen, to let go the sheet and peak it up. 

To spill, to discharge the wind out of the cavity or belly of a sail, when 
it is drawn up in the brails, in order to furl or reef it. 

Spilling-lines are ropes contrived to keep the sails from being blown away, 
when they are clewed up in blowing weather. 

Splice, to make two ends of ropes fast together by untwisting them, and 
then putting the strands of one piece with the strands of the other. 

tplit, the state of a sail rent by the violence of the wind. 

Spoon-drift, a sort of showery sprinkling of the sea water swept from the 
surface of the waves in a tempest, and flying like a vapor before the wind. 

Spray, the sprinkling of a sea, driven occasionally from the top of a 
wave, and not continual as a spoon-drift. 

To spring a mast, yard, etc., to crack a mast, yard, etc., by means of 
straining in blowing weather, so that it is rendered unsafe for use. — lb 
spring a leak. "When a leak first commences, a ship is said to spring a, leak. 
To spring the luff. A ship is said to spring her luff, when she yields to the 
effort of the helm, by sailing nearer to the wind than before. 

Spring-stays are rather smaller than the stays, and placed above them, 
and intended to answer the purpose of the stay, if it should be shot away, 
etc. 

Spring-tides are the tides at new and full moon, which flow highest and 
ebb lowest. 

Spurling-line is a line that goes round a small barrel abaft the barrel of 
the wheel, and, coming to the front beam of the poop-deck, moves the tell- 
tale with the turning of the wheel, and keeps it always in such a position 
as to show the position of the tiller. 

Spur-shoes are large pieces of timber which come abaft the pump- well. 

Squall, a sudden, violent blast of wind. 



167 

Square. This term is applied to yards that are very long, as taunt is to 
high masts, 

To square the yards, to brace the yards so that they may hang at right 
angles with the keel. 

To stand on, to continue advancing. — To stand in, to advance towards the 
shore. — To stand off, to recede from the shore. 

Starboard, the right-hand side of a ship, when looking forward. — Star- 
board tack. A ship is said to be on the starboard tack when sailing with 
the wind blowing upon her starboard side. 

"Starboard the helm /" an order to push the helm to the starboard side. 

To stay a ship, to arrange the sails and move the rudder so as to bring the 
ship's head to the direction of the wind, in order to get her on the other 
tack. 

Stays, large ropes coming from the mast-head down before the masts, to 
prevent them from springing, when the ship is sending deep. 

''Steady /" the order to the helmsman to keep the ship in the direction 
she is going at that instant. 

Steering, the art of directing the ship's way by the movement of the 
helm. 

Steerage-way, such degree of progressive motion of a ship as will give 
effect to the motion of the helm. 

Stem, a circular piece of timber, into which the two sides of a ship are 
united at the fore end ; the lower end is scarfed to the keel, and the bow- 
sprit rests on the upper end. 

To stem the tide. "When a ship is sailing against the tide, at such a rate 
as enables her to overcome its power, she is said to stem (lie tide. 

Steeve, turning up. — The bowsprit steeves too mu-ch, that is, it is too 
upright. 

Sternfast, a rope confining a ship by her stern to any other ship or to a 
wharf. 

Siemmost, the farthest astern, opposed to headmost. 

Stern-way, the motion by which a ship falls back with her stern foremost. 

Stiff, the condition of a ship when she will carry a great quantity of sail 
without hazard of oversetting. It is used in opposition to crank. 

Stoppers, a large kind of ropes, which, being fastened to the cable in 
different places abaft the bitts, are an additional security to the ship at 
anchor. 

To stow, to arrange and dispose a ship's cargo. 

Strand, one of the twists or divisions of which a rope is composed. It 
also implies the sea beach. 

Strandedj. This term, speaking of a cable or rope, signifies that one of 
its strands is broken ; applied to a vessel, it means that she is run aground 
and is lost. 



168 

To stream the buoy, to let it fall from the ship's side into the water, pre^ 
viously to casting anchor. 

"Stretch out /" a term used to men in a boat when they should pull 
strong. 

To strike, to lower or let down anything ; used emphatically to denote 
the lowering of colors in token of surrender to a victorious enemy. 

To strike sounding, to touch ground when endeavoring to find the depth 
of water. 

Sued, or sewed. When a ship is on shore, and the water leaves her 
she is said to he sued; if the water leaves her two feet, she sues or is sued 
two feet. 

Surf, the swell of the sea that breaks upon the shore or on any rock. 

To surge the capstan, to slacken the rope heaved round upon it. 

Sway away, hoist. 

Swell, the fluctuating motion of the sea, either during or after a storm. 

Sweeping, the act of dragging the bight or loose part of a rope along the 
surface of the ground, in a harbor or road, in order to drag up something 
lost. 

Swinging, the act of a ship's turning round her anchor at the change of 
wind or tide. 

To tack, to turn a ship about from one tack to another, by bringing her 
head to wind. 

Tafferel, the uppermost part of a ship's stern. 

Taking in, the act of furling the sails, used in opposition to setting. 

Taking aback. — See Aback. 

Tamkin, or t&mkin; tampion, or tompion, the bung or piece of wood, by 
by which the mouth of a cannon is filled to keep out wet. 

Tarpaulin, a cloth of canvas covered with some tar or some other com- 
position, so as to make it water-proof. 

Taut, improperly, though very generally, used for tight. 

Taunt, high, or tall; particularly applied to masts of extraordinary 
length. 

Tell-tale, an instrument which- traverses upon an index in front of the 
poop-deck, to show the position of the tiller. 

Tending, the turning or swinging of a ship round her anchor in a tide- 
way at the beginning of ebb and flood. 

Thwart. — See Athwart. 

Thwart-ships. — See Athwart-ships. 

" Thus!" an order to the helmsman to keep the ship in her present situ- 
ation, when sailing with a scant wind. 

To tide, to work in or out of a river, harbor, or channel, by favor of the 
tide, anchoring whenever it becomes adverse. 

Tide it up, to go with the tide against the wind. 



169 

Tide-way, that part of the river in which the tide ebbs and flows 
strongly. 

Tier, a row; as, a tier of guns, a tier of casks, a tier of ships, etc. — Tier of 
a cable, a range of the fakes or windings of a cable which are laid within 
one another, in a horizontal position. — Cable tier, the space in the midst 
of a cable when it is coiled ; also the place in which it is coiled. 

Tiller, a large piece of wood, or a beam, put into the head of the rudder, 
and by means of which the rudder is moved. 

Topping, pulling one of the ends of a yard higher than the other. 

Tort, or taut, signifies tight. 

To tow, to draw a ship in the water by a rope, fixed to a boat or other 
ship which is rowing or sailing on. 

Tow-line, a small hawser or rope, used to remove a ship from one part of 
a harbor to another. 

Transoms, certain beams or timbers extended across the stern-post of a 
ship to strengthen her after-part, and to give it the figure most suitable to 
the service for which she is calculated. 

Traverse, to go backwards and forwards. 

Treenails or trunnels, long wooden pins employed to connect the planks 
of the ship's side and bottom to the corresponding timbers. 

Trice, trice up, to hanl up and fasten. 

Trim, the state or disposition by which a ship is best calculated for the 
purposes of navigation. — To trim the hold, to arrange the cargo regularly. — 

To trim the sails, to dispose the sails in the best arrangement for the 
course which a ship is steering. 

To trip the anchor, to loosen the anchor from the ground, either by design 
or accident. 

Trough of the sea, the hollow between two waves. 

Truck, a round piece of wood put upon the top of flag-staves, with 
sheaves on each side for the halliards of the flags to reeve in. 

Trysail, a small sail used by cutters and brigs in blowing weather. 

Turning to windward, that operation in sailing, whereby a ship endeav- 
ors to advance against the wind. 

To unballast, to discharge the ballast out of a ship. 

To unbend, to take the sails off from their yards and stays ; to cast 
loose the anchor from the cable; to untie two ropes. 

To unbitt, to remove the turns of a cable from off the bitts. 

Underfoot, is expressed of an anchor that is directly under the ship. 

Under sail, or under way. When a ship is sailing, she is said to be 
under way. 

Under the lee of the shore, is to be close under the shore which lies to 
windward of the ship. 



170 

Unfurl, cast loose the gasket of the sail. 

To unmoor, to reduce a ship to the state of riding at single anchor, after 
she has been moored. 

To unreeve, to draw a rope from out of a block, timber, etc. 

To unrig, to deprive the ship of her rigging. 

TJvrou, the piece of wood by which the legs of the crofoot are extended. 

Van, the foremost division of a fleet in one line. It is likewise applied 
to the foremost ship of a division. 

Vane, a small kind of flag worn at each mast-head. 

To veer, or wear the ship, to change a ship's course from one tack to the 
other, by turning her stern to windward. t 

Veer, to let out ; as, Veer away the cable. 

Veer, shift. — The wind veers, that is, it shifts, changes. 

To veer and haul, to pull tight and slacken alternately. 

Viol, or voyal, a block through which the messenger passes in weighing 
the anchor. A large messenger is called a viol. 

Wake, the path or track impressed on the water by the ship's passing 
through it, leaving a smoothness in the sea behind it. A ship is said to 
come into the wake of another, when she follows her' in the same track, 
and this is chiefly done in bringing ships to, or in forming the line of 
battle. 

Wales are strong timbers that go round a ship a little above her water- 
line. 

Warp, a small rope employed occasionally to remove a ship from one 
place to another. 

To warp, to remove a ship by means of a warp. 

Waist, that part of a ship contained between the quarter-deck and the 
fore-castle. 

Water-line, the line made by the water's edge when a ship has her full 
proportion of stores, etc., on board. 

Water-borne, the state of a ship, when there is barely a sufficient depth 
of water to float her off from the ground. 

Water-logged, the state of a ship become heavy and inactive on the sea, 
from the great quantity of water leaked into her. 

Water-tight, the state of a ship when not leaky. 

Weatlier. — To weatlier anything is to get to windward of it. — Synony- 
mous with windward. 

Weatlier-beaten, shattered by a storm. — Weather-bit, a turn of the cable 
about the end of the windlass. — Weather-gage. When a fleet or ship is to 
windward of another, she is said to have the weather-gage of her. — Weather 
quarter, that quarter of the ship which is on the windward side. — Weather 
side, the side upon which the wind blows. 



Thompson's coast pilot. 171 

To weigh ancho?\ to heave up an anchor from the bottom. 

To wind a ship, to change her position, bringing her head where her stern 
was. 

Wind-road. When a ship is at anchor, and the wind, being against the 
tide, is so strong as to overcome its power, and keep the ship to leeward of 
her anchor, she is said to be wind-road. 

Wind'' s eye, the point from which the wind blows. 

To windward, toward that part of the horizon from which the wind 
blows. 

Windward tide, a tide that sets to windward. 

To work a ship, to direct the movements of a ship by adapting the sails 
and managing the rudder according to the course the ship has to make. 

To work to windward, to make a progress against the direction of the 
wind. 

Wooled, to bind round with ropes. 

Yakds, the spars upon which the sails are spread. 

Tawing, the motion of a ship when she deviates from her course to the 
right or left. 




CONTENTS TO THOMPSON'S COAST PILOT. 



PAGB. 

Magnitude of the Lakes or " Inland Seas" 13 

Tributaries of the Great Lakes, and St. Lawrence River 17 

Lake and River navigation from Fond-du-lac, Lake Superior, to the 

Gulf of St. Lawrence 18 

Courses and Distances on Lake Michigan , 19 

From Point Waugoshance Lighthouse to Beaver Harbor 19 

From Point "Waugoshance to Beaver Harbor, leaving Hog Island Reef 

to starboard 20 

From Point Waugoshance Lighthouse to Chicago 20 

From Waugoshance Lighthouse to Sheboygan 20 

From Waugoshance Lighthouse to Milwaukee 20 

From Waugoshance Lighthouse to Chicago 21 

From Beaver Harbor to the Manitou passage 22 

From Beaver Harbor to Green Bay, by Rock Island 22 

From Waugoshance Lighthouse to the Lighthouse on the south bluff 

of Beaver Island 22 

Directions for sailing north of the Beaver Islands 22 

From Seul Choix Point to Hat Island 23 

From St. Helena Island to abreast of the Manitous, north about to 

Chicago 23 

From Beaver Harbor to Point Waugoshance Lighthouse 24 

From Waugoshance Lighthouse and Northport and Traverse City ... 24 

Lighthouse in Grand Traverse Bay. 25 

From Waugoshance Lighthouse to the village of Little Traverse 25 

Harbors and Anchorages 25, 26 

Dangers 26-29 

Green Bay — From Point Waugoshance Lighthouse to Green Bay City, 29 
From Washington Harbor to Long Tail Point Lighthouse, by the 

Strawberry Island Channel 30 

Horse Shoe Island and Eagle Harbor 31 

Big Sturgeon Bay and Little Sturgeon Bay : . . . . 32 

To enter Fox River by the lead and marks 32 

Big Bay de Noc 33 

Sag Harbor and Ogontz Bay 34 



174 C0NTENT8. 

Snail Shell Harbor 35 

St. Martin's Island Channel 36 

From Plum Island to Sand Point, Little Bay de Noc 37 

Poverty Island Channel ". 37 

Prom Chicago to Green Bay by Death's Door 37 

Lighthouses on Lake Michigan and Green Bay 38-45 

Courses and Distances on the east shore of Lake Michigan 45 

Sailing Directions for Lake Huron, etc 45-47 

The old Courses usually run by vessels on Lake Huron 47 

Georgian Bay and the Canada side of Lake Huron 48-51 

The Duck Islands, Lake Huron 51 

To run into Georgian Bay by Fitzwilliam Island 52 

Saginaw Bay and the Highlands of Sauble 52-56 

The Straits of Mackinaw and Michilimackinac 56-58 

Sailing Directions for Lake Huron, according to the last surveys. . . .58-61 

General remarks 61 

Dangers on Lake Huron 62-64 

Harbors of refuge 65-66 

Saw mills at the different points on Lake Huron 67 

Distances from Fort Gratiot to Point aux Barques 67 

Lighthouses and Harbors on Lake Huron 68-70 

Lighthouses and Harbors on the Canada side of Lake Huron and 

Georgian Bay .' 70 

To enter Collingwood Harbor, day or night 71 

Sault Ste. Marie River 71-76 

Sailing Directions for Grand Island, according to the last surveys. . .76-78 

From Marquette to Portage Entry, inside passage 78 

From Marquette to Portage Entry, outside passage 79 

From Manitou Island to Copper Harbor 80 

From Copper Harbor to Agate Harbor 81 

Eagle Harbor 81 

Eagle Harbor to Eagle River 82 

From Ontonagon to La Point. 82 

To run through the Island Passage to Fond-du-Lac 83 

To run into Fond-du-Lac Bay to Superior City 83 

From Passage Island Lighthouse to Rock Harbor 84 

Courses and Distances on Lake Superior. 84 

Lighthouses on Lake Superior 85-87 

Variation of the Compass on Lake Superior* 87 

St. Clair River 88 

Courses and Distances on Lake St. Clair 89 

Courses and Distances on Lake Erie 90 

Sailing- Directions for the head of Lake Erie 91 



CONTENTS. 175 

Detroit River 93-95 

Courses and Distances on the north shore of Lake Erie 95 

Lighthouses and Harbors on Lake Erie on both shores 96-100 

Lighthouses on the Canada side of Lake Erie 100-103 

Courses and Distances on Lake Ontario 103-104 

Lighthouses on both shores of Lake Ontario 104-113 

Courses and Distances on Lake Ontario, according to the Chart of 

Capt. Ford, U. S. Navy 113-115 

Variation of the Compass on Lake Ontario 115 

Table of Distances for the Upper Lakes, from port to port in miles, 116-117 

Distances by the Grand Trunk Railway 117 

Appendix to Thompson's Coast Pilot 118-142 

Explanation of Nautical Terms „ .143-171 



'FTZLAJ'VEKUI.TX <Sc Hj\JSI>, 




SAIL MAKERS 

AND DEALEKS IN p 

DUCK, CANVAS AND BUNTING. 



FLAGS, AWNINGS AND TENTS 

IMT-A-ZDIE TO OZEaDIEIR.. 

»• J^S™- MARINE BLOCK, BUFFALO, M. F. 



SAMUEL A. PROVOOST, 




JB^-HILj IMC -£Sl iKL E3 IO. . 



DUCK, BUNTING AND ROPE, 



Agent for Reed's Patent Ship Steerer, 

AND AMAZEEN PATENT WINDLASS BREAK, 
REED ELEVATOR BLOCK, BUFFALO, BT. Y. 



1869. 1869. 

IRVING & GARRETT. 

SHIP BUILDING, 

AD GENERAL REP AIRING, 

With Marine Derrick for Lifting Spars & Boilers, 

03ST THE SHORTEST 1TOTICE. 

SPARS & ALL KINDS OF SHIP MATERIAL 

CONSTANTLY ON HAND. 
FOOT OF 12TH STREET, 

Geobge Irving, T^T7TT> ATT IfTPTT 

L«te of Clark's Dry Doefc D £j L ±\\J L ± , JjLl\jJ±. 

HlEAM C. GaEBETT. J 

ANDREW HARYEY & SON, 

AND MACHINISTS, 

Wholesale and Retail Dealers in 

FinisM Brass Wort for Mm, Gas anil Steam Fitters, 

123 & 125 WOODBRIDGE ST. WEST, 
K»« 6« St., BBTBOITf BQMJH. 

ALL OBDEBS IPB,0:M:i»TI/5r PILLED. 



ROBERT W. .KING, 

Importer and "Wholesale Dealer in 
Or Hi -A_ S S W JL. E/E, 

Lanterns, Lamps, Wicks and Chimneys. 



STEAMBOATS & VESSELS SUPPLIED. 

Comer of Jefferson Avenue and Wayne St., 
DETROIT. 

DUNLAP, DONALDSON & 00., 

SUCCESSORS TO E. KANTER, 




AND DEALERS IN 

SAILS, AWNINGS, NETS, ANCHORS, CHAINS, 

Paints, Oils, Oakum, Packing, &c. 
GROCERIES -A.3ST3D PROVISIONS- 



AGENTS IF O SI, 



Ritchie's Spirit Compasses anil Union Power Capstans, 

Nos. 4 and €5 Woodward Avenue, 

fmmg' i raisM*, mum 



1869. 1869. 

WE S. TALMAN & CO., 

lAlDfl IMPOST Hi 

Ship Brokers, General Iflsnrance Agents, 

AND 

1TOTABIES PUBLIC. 
Office on Dock between First and Cass Sts., 

[ ©BSE®!! 1 * MI©H. 



WM. S. TALMAN. 
EDMUND S. WHEELER 



Patrick McGrane, 



% 



STEAMBOAT JOBBING 

AT ALL TIMES, DAY OR INTIGKHT. 

No. 45 Jefferson Ave., 

Besidence, 91 Lamed St. West, ©HI?!!®!!?© 



GEO. G. CHANDLER, 

No. 1 Larned Street West, 

NEAR THE POST OFFICE, ®©t^@itf 2Ii©lk« 

nEALEB I2ST 

Gents' Furnishing Goods, 

AND MANUFACTURER OF PERFECT FITTING 



tf Where do you get your Shirts? I 
never had one fit tike yours." 



c< I have mine made to measure at 
Chandler 3 s. I hey always fit, and are 
the best made Shirts lever saw.' 3 




ESTABLISHED APRIL, 1860. 



SHIRTS, COLLARS, 



HOSIERY, 



GLOVES, 



UNDERCLOTHING, SCARFS, TIES, 

HANDKERCHIEFS, UMBRELLAS, CANES, 

TRAVELING RAGS, SUSPENDERS, SOCKS, 

EQUESTRIAN SHIRTS AND TIGHTS. 

Tie Largest, Choicest ant Meanest Assortment in the City. 

Shirts Made to Measure, and sent by Express to any part of the Country. 



WELZ BEOTHERS, 

DEALERS IN 



SAWS, MILS AND HOUSEKEEPING GOODS, 

MANUFACTURERS OF 

Tin, Copper and Sheet Iron Ware, 



MILL, CIRCULAR, CROSS - CUT, ANO EVERY OTHER DESCRIPTION OF 

Saws Gummed, Straightened, Filed & Set. 
176 Woodward Avenue, 

D&TROIT, EICH, 

J. C. POTTER A CO., 



PRACTICAL 



House, Sign & Decorative Painters, 

87 GKRISWOLD STREET, 

DETROIT, MICH. 



A LARGE STOCK OF 

WALL PAPERS, WINDOW SHADES, 

Brashes, Glues, Oils, White Leads, Turpentines, Varnishes, 

Pictures, and everything pertaining to the Trade. 
CHEAPEST HOUSE IN THE CITY. DO NOT PORGET THE NUMBER, 87 GRISWOLD ST., 



NSAR THE POST OFFICB. 



HODGE <& CHRISTIE, 




MANUFACTURERS OF 



High and Low Pressure Engines! 

.A. 3ST 3D 

MACHINERY OF ALL KINDS, 

COMER OF ATWATER AND RIVARD STS., 



JOHN JENKINS, 



ad 



MM Hi 



talldffr, 



Foot of 18J Street, 

joining bear of gas wobks, DETEOIT, Mich.. 



Small Boats always on Hand. 



REPAIRING DONE ON SHORT NOTICE. 



ORDERS PROMPTLY ATTENDED TO. 



T. S. HAWKS, 

No. 16 East Seneca Street, BumM, if. ¥. 

Keeps for Sale a very Large Assortment of 

OIF ALL ZDZESOIE^IIPTIOIsrS- 

AIONG TEEM MA'S" BS FOUND: 

Thompson's Coast Pilot. 

Bowditch's Navigator. 

Biunt's American Coast Pilot. 

Comer's Navigation Simplified. 

Dana's Seaman's Friend. 
Kedge Anchor. 

Sheet Anchor. 
Main and Brown's Marine Steam Engine. 

Biunt's Commercial Digest & Shipmaster's Assistant. 
Steam Engine, Propellers, etc., by King. 
Nystrom on Screw Propellers. 

Maury's Physical Geography of the Sea. 
Liardet on Seamanship, Discipline, etc* 
Steam and Marine Engine by Saxby. 

Nautical Routine, with Short Rules in Navigation. 

Cadet Engineer, by Long and Buel, of the U. S. Navy. 
A Treatise on Screw Propellers, by Bourne. 
All of Bourne's Books on the Steam Engine. 
All of Henry Carey Baird's Publications. 
A full supply of Books on Iron & Coal. 

Also, on Architecture, Agriculture, Mechanical Engineering, 
Drawing, etc. 

Navigation and Nautical Astronomy, by H. W. Jeans, 
of the Royal Naval College. 



John Cook, Sen. John Cook, Jr. 

J. COOK <& SON", 

MANUFACTURERS OF 

&WIPME@€M&, 

ROPE AND IRON STRAPPED, 

Waterman & Russell's Patent; Also, 

Iron Blocks, Mast Hoops, Hanks, 

B8MVW0 ?im f HAKD$mE$, CAPSTAN LEVERS, HASP J^MPS, $0. 

285 Afwafer Street? 



All kinds of Kepairing done on Short Notice. 

R. C. TEUTON. E. TO.cWTEjLJ.ASMS, P. H. MONAHAN, 

Teuton, MoWilliams & Co., 

Wholesale and Retail Dealers in 




GROCERIES, PROVISIONS 

AND SHIP STORES, 

Vegetables, Fruits, Poultry, lift, Bread. Cracters, &c. 



STEAMBOATS & VESSELS SUPPLIED AT ALL HOURS. 



Warehouse on Dock, foot of Second Street, 

STORE, COK. JEFFERSON ATE. & SECOND ST., DETROIT. 



LYONS & FINNEY, 



OSWEGO, N.Y., 



Ship Chandlers & Grocers 

DEALERS IN 

HEMP AND MANILLA CORDAGE, 

TAR, PITCH, OAKUM, HOOKS AND THIMBLES, OARS, HAND- 
SPIKES, CAPSTAN BARS, BLOCKS, &c. 

F&mm» Pesm, PmewmmtB* 

And a General Assortment of 
SHIP AND BOAT STORES 

ALWAYS ON HAND. 



C. LINDAMAN & CO., 








9 



AT THE 



UNION MEAT MARKET, 
200 Woodbridge St., DETROIT, MICH. 



Steamboats, Propellers and Vessels supplied with Hams, Tongues, 
Sausages, aad all kinds of the choicest Meats of the season, at the lowest 
possible prices. Also, with ICE. 



GUY F. HINCHMAN & CO., 




DEALERS IN 

Groceries and Provisions, 

SHIP CH^.IsTJDXjSI^-Z", 

Naval Stores, Paints, Oils, Etc., 
loot of Griswold St., and 16 and IS Atwater St., 

DiTSOIT, - - - HIGBM41L 



Agents for Head's Patent Steering Gear and Sylvester's Capstans. 
Also, Patent Boom Travelers. 



has 



SAILS FOR VESSELS OF ANY TONNAGE, YACHTS 
AND BOATS, MADE TO ORDER. 

Tents and Awnings put up, and Warranted to shed Water, 

AND NOT TO MILDEW. 

None but the best materials used. Having had fifteen years' experience 
in the business, I feel confident that I can give perfect satisfaction to all. 
Canvas, Rope and Bunting always on hand. 



WILSON & ROBESON, 

Sail Makers, Riggers, Etc. 



Sails, 

Tents ? 
Awnings, 

&C. ? 

Made and Eepaired 

on the shortest 

notice, and 

WARRANTED TO FIT 

Orders S olicited 



Nos. 3 and 5, Foot of Woodward Avenue, 




GEO. W. WILSON, 
JOHN H. ROBESON. 



mmmf* m\m. 



Union Tobacco Works. 



J. BR 

MANUFACTURERS 



N fifc CO., 



I 




*j*9jp» 



if if f f « w 

(B$&9 >£&> WW 

No. 3 Woodward Avenue 






DETROIT RIVER 

DEY DOCK 

J. P. CLARK, Proprietor. 

irwo zmziiljIes below the oity. 



I keep constantly on hand all kinds of Material 

FOR THE 

REPAIRING OF VESSELS & STEAMERS 

And Experienced Men to do the Work. 



DIMENSIONS OF DOCK: 

Length, 368 feet. Width, 68 feet. Depth, 11* feet. 
WILCOX BROTHERS, 




DEALERS IN ALL KINDS OF 

HEMP AND MANILLA CORDAGE, 

Tar, Pitch, Oakum, Hooks and Thimbles, 

COMMON AND PATENT BLOCKS, 

OAKS, HAND-SPXKES AND CAPSTAN BARS. 

ALSO, IN 

Flour, Pork, Smoked Meats, 

AND COMPLETE STOCKS OF SHIP AND BOAT STOKES 
AND PROVISIONS. 

Corner Madison and Water St».. 1 TOT TTDO OTTTO 

opposite Steam Elevators, f 1 KJ±jLjU\J, uniU. 



C. K. DIXON, 

Commercial Broker, 

Woodward Avenue, 

DETROIT, MICH. 



To those who trust their business with me I would say, it 
shall he attended to with all possible prompt- 
ness, economy and dispatch. 



TROWBRIDGE, WILCOX & CO., 




«aii§Bt©i «««. 

SHIP CHANDLERS, 



AND DEALERS IN 



CUSTOM HOUSE BLOCK, 

First door East of Woodward Ave., on the Dock, 

DETROIT, MICH. 



Goods delivered at all times — night or day. 



if WILLIAM SMITH, IB 




f 



AT THE 



MARINE S^EAT MARKET, 

Jefferson Avenue, 

Corner of First St, DETROIT, MICH. 



Steamboats, Propellers and Vessels supplied with Hams, Tongues, 
Sausages, and all kinds of the choicest Meats of the season, at the lowest 
possible prices. Also, with ICE. 



L. L. LTOUS 



Ship Chandler and Grocer! 

DEALER IN 

HEMP AND MANILLA CORDAGE, TAR, PITCH, OAKUM, 
HOOKS AND THIMBLES, COMMON AND PATENT 
BLOCKS, OARS, HAND-SPIKES, &c. Also, 

FLOUR, FORK, SMOKED MEATS 

And a Complete Stock of Ship and Boat Stores, 
©£1T®&^S©» ©MM®. 



ERRATUM. 



022 194 795 2 




